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"bio": "\u003ca href=\"http://www.MarkFiore.com\">MarkFiore.com\u003c/a> | \u003ca href=\"https://twitter.com/markfiore\">Follow on Twitter\u003c/a> | \u003ca href=\"https://www.facebook.com/pages/Mark-Fiore-Animated-Political-Cartoons/94451707396?ref=bookmarks\">Facebook\u003c/a> | \u003ca href=\"mailto:mark@markfiore.com\">email\u003c/a>\r\n\r\nPulitzer Prize-winner, Mark Fiore, who the Wall Street Journal has called “the undisputed guru of the form,” creates animated political cartoons in San Francisco, where his work has been featured regularly on the San Francisco Chronicle’s web site, SFGate.com. His work has appeared on Newsweek.com, Slate.com, CBSNews.com, MotherJones.com, DailyKos.com and NPR’s web site. Fiore’s political animation has appeared on CNN, Frontline, Bill Moyers Journal, Salon.com and cable and broadcast outlets across the globe.\r\n\r\nBeginning his professional life by drawing traditional political cartoons for newspapers, Fiore’s work appeared in publications ranging from the Washington Post to the Los Angeles Times. In the late 1990s, he began to experiment with animating political cartoons and, after a short stint at the San Jose Mercury News as their staff cartoonist, Fiore devoted all his energies to animation.\r\nGrowing up in California, Fiore also spent a good portion of his life in the backwoods of Idaho. It was this combination that shaped him politically. Mark majored in political science at Colorado College, where, in a perfect send-off for a cartoonist, he received his diploma in 1991 as commencement speaker Dick Cheney smiled approvingly.\r\nMark Fiore was awarded the Pulitzer Prize for political cartooning in 2010, a Robert F. Kennedy Journalism Award in 2004 and has twice received an Online Journalism Award for commentary from the Online News Association (2002, 2008). Fiore has received two awards for his work in new media from the National Cartoonists Society (2001, 2002), and in 2006 received The James Madison Freedom of Information Award from The Society of Professional Journalists.",
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"content": "\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final.png\">\u003cimg class=\"alignnone size-full wp-image-11907650\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final.png\" alt='Cartoon: a man fills his huge truck with gas at a gas station, looks over and sees a cyclist zipping by effortlessly. The man says, \"showoff.\"' width=\"1920\" height=\"1302\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final-800x543.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final-1020x692.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final-160x109.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final-1536x1042.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>As the price of a gallon of gas surges in the Bay Area and beyond, bikes and public transit look pretty good right about now.\u003c/p>\n\u003cp>The war in Ukraine has led the price of oil to skyrocket, and after \u003ca href=\"https://www.npr.org/2022/03/08/1085089048/biden-ban-imports-russia-oil\">President Joe Biden announced an embargo on Russian petroleum\u003c/a>, prices rose even further.\u003c/p>\n\u003cp>At his annual State of the State address, \u003ca href=\"https://bit.ly/fioregaspricestaxrebate\">Gov. Gavin Newsom proposed a gas tax rebate\u003c/a> that would reduce some of the financial pain for consumers.\u003c/p>\n\u003cp>Newsom is facing the same conundrum as Biden: make gasoline cheaper while simultaneously fighting climate change.\u003c/p>\n\u003cp>Time to tune up the bike ...\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"disqusTitle": "Tesla Discriminated Against Black Workers at Fremont Factory, State Lawsuit Says",
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"content": "\u003cp>\u003cem>Updated 5:20 p.m.\u003c/em>\u003c/p>\n\u003cp>California regulators have sued Tesla Inc., alleging the electric carmaker has been discriminating against Black employees at the Bay Area factory where most of its vehicles are made.\u003c/p>\n\u003cp>The lawsuit seems likely to widen a rift between Tesla CEO Elon Musk, the world's wealthiest person, and the state where he launched the company. Tesla is now worth more than $900 billion, less than 20 years after Musk set out to transform the auto industry.\u003c/p>\n\u003cp>Musk moved Tesla's headquarters from Palo Alto to Austin, Texas, last year after publicly feuding with Alameda County officials over whether Tesla's Fremont factory should remain shut down during the spring of 2020 while the coronavirus pandemic was still in its early stages (\u003ca href=\"https://www.kqed.org/news/11818938/tesla-reopens-but-battle-between-carmaker-and-alameda-county-isnt-over\">Musk reopened the factory in defiance of county health orders\u003c/a>).\u003c/p>\n\u003cp>The discrimination lawsuit, \u003ca href=\"https://s3.documentcloud.org/documents/21202498/dfeh-vs-tesla.pdf\">filed late Wednesday in Alameda County Superior Court\u003c/a> by California's Department of Fair Employment and Housing, was sparked by hundreds of worker complaints, said Kevin Kish, the agency's head.\u003c/p>\n\u003cp>The department, which enforces state civil rights laws, \"found evidence that Tesla's Fremont factory is a racially segregated workplace where Black workers are subjected to racial slurs and discriminated against in job assignments, discipline, pay, and promotion creating a hostile work environment,\" Kish said in a statement reported by \u003ca href=\"https://www.wsj.com/articles/tesla-sued-by-california-civil-rights-agency-for-alleged-racial-discrimination-harassment-11644468985?mod=hp_lista_pos1\">The Wall Street Journal\u003c/a> and \u003ca href=\"https://www.bloomberg.com/news/articles/2022-02-10/tesla-sued-by-california-for-race-discrimination-agency-says\">Bloomberg\u003c/a>.\u003c/p>\n\u003cp>In its \u003ca href=\"https://s3.documentcloud.org/documents/21202498/dfeh-vs-tesla.pdf\">39-page complaint filed Wednesday\u003c/a>, the state alleges that Black workers at Tesla's Fremont factory have reported since 2012 that supervisors and managers \"constantly use the n-word and other racial slurs to refer to Black workers.\"\u003c/p>\n\u003cp>Black workers have also complained \"that swastikas, 'KKK,' the n-word, and other racist writing are etched onto walls of restrooms, restroom stalls, lunch tables, and even factory machinery,\" and have said they are often assigned more physically demanding work, paid less than other workers and often denied advancement opportunities, the filing reads.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The lawsuit frames Tesla's move to Texas as an attempt to evade accountability for turning “a blind eye to years of complaints from Black workers who protest commonplace use of racial slurs on the assembly line.\"\u003c/p>\n\u003cp>In response to the complaints, the lawsuit alleges Musk has told workers to be “thick-skinned\" about racial harassment, contributing to the culture that's slow to clean up racist graffiti and other hateful symbols scrawled around the factory.\u003c/p>\n\u003cp>Besides the N-word, other racist language used in the factory included \"porch monkey\" and \"hood rat\" and entreaties that Black workers \"go back to Africa,\" according to the lawsuit. The complaint also alleges the factory was racially segregated, and that the area where Black workers labored was derided as the \"slave ship,\" or \"the plantation.\"\u003c/p>\n\u003cp>Even before the agency filed the lawsuit, Tesla \u003ca href=\"https://www.tesla.com/blog/dfehs-misguided-lawsuit\">preemptively posted a statement on its website\u003c/a> lashing out at what it called an \"unfair and counterproductive\" lawsuit.\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='tesla']The company asserted that the agency has been asked on nearly 50 occasions during the past five years to look into allegations of discrimination and harassment, and closed each investigation without finding any evidence of misconduct.\u003c/p>\n\u003cp>\"It therefore strains credibility for the agency to now allege, after a three-year investigation, that systematic racial discrimination and harassment somehow existed at Tesla,\" the company wrote, while trying to frame the lawsuit as a publicity stunt.\u003c/p>\n\u003cp>But this isn't the first time that Tesla's treatment of the roughly 10,000 employees at its Fremont factory has come under scrutiny. The factory remains Tesla's biggest manufacturer of electric cars, even as the company has opened additional plants, including a new one in Texas.\u003c/p>\n\u003cp>Last October, \u003ca href=\"https://www.kqed.org/news/11891110/tesla-must-pay-137-million-to-a-black-former-contractor-who-claimed-racial-abuse\">a federal jury awarded $137 million in damages to a \u003c/a>\u003ca href=\"https://www.kqed.org/news/11891110/tesla-must-pay-137-million-to-a-black-former-contractor-who-claimed-racial-abuse\">Black \u003c/a>\u003ca href=\"https://www.kqed.org/news/11891110/tesla-must-pay-137-million-to-a-black-former-contractor-who-claimed-racial-abuse\">former elevator operator who had alleged he faced daily racist slurs\u003c/a> and other forms of harassment while working at the Fremont plant in 2015 and 2016 before quitting. Tesla is appealing that verdict and has denied any knowledge of racist conduct that the former elevator operator, Owen Diaz, said took place at the plant.\u003c/p>\n\u003cp>And then more than a half dozen current and former Tesla employees filed another lawsuit, alleging the company didn't take adequate steps to protect them against sexual harassment. Tesla is seeking to shift those complaints into arbitration.\u003c/p>\n\u003cp>About 10% of Tesla's U.S. employees are Black and 21% are women, according to the company's latest employment breakdown.\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED's David Marks.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The discrimination lawsuit, filed late Wednesday in Alameda County Superior Court by California's Dept. of Fair Employment and Housing, was sparked by hundreds of worker complaints.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 5:20 p.m.\u003c/em>\u003c/p>\n\u003cp>California regulators have sued Tesla Inc., alleging the electric carmaker has been discriminating against Black employees at the Bay Area factory where most of its vehicles are made.\u003c/p>\n\u003cp>The lawsuit seems likely to widen a rift between Tesla CEO Elon Musk, the world's wealthiest person, and the state where he launched the company. Tesla is now worth more than $900 billion, less than 20 years after Musk set out to transform the auto industry.\u003c/p>\n\u003cp>Musk moved Tesla's headquarters from Palo Alto to Austin, Texas, last year after publicly feuding with Alameda County officials over whether Tesla's Fremont factory should remain shut down during the spring of 2020 while the coronavirus pandemic was still in its early stages (\u003ca href=\"https://www.kqed.org/news/11818938/tesla-reopens-but-battle-between-carmaker-and-alameda-county-isnt-over\">Musk reopened the factory in defiance of county health orders\u003c/a>).\u003c/p>\n\u003cp>The discrimination lawsuit, \u003ca href=\"https://s3.documentcloud.org/documents/21202498/dfeh-vs-tesla.pdf\">filed late Wednesday in Alameda County Superior Court\u003c/a> by California's Department of Fair Employment and Housing, was sparked by hundreds of worker complaints, said Kevin Kish, the agency's head.\u003c/p>\n\u003cp>The department, which enforces state civil rights laws, \"found evidence that Tesla's Fremont factory is a racially segregated workplace where Black workers are subjected to racial slurs and discriminated against in job assignments, discipline, pay, and promotion creating a hostile work environment,\" Kish said in a statement reported by \u003ca href=\"https://www.wsj.com/articles/tesla-sued-by-california-civil-rights-agency-for-alleged-racial-discrimination-harassment-11644468985?mod=hp_lista_pos1\">The Wall Street Journal\u003c/a> and \u003ca href=\"https://www.bloomberg.com/news/articles/2022-02-10/tesla-sued-by-california-for-race-discrimination-agency-says\">Bloomberg\u003c/a>.\u003c/p>\n\u003cp>In its \u003ca href=\"https://s3.documentcloud.org/documents/21202498/dfeh-vs-tesla.pdf\">39-page complaint filed Wednesday\u003c/a>, the state alleges that Black workers at Tesla's Fremont factory have reported since 2012 that supervisors and managers \"constantly use the n-word and other racial slurs to refer to Black workers.\"\u003c/p>\n\u003cp>Black workers have also complained \"that swastikas, 'KKK,' the n-word, and other racist writing are etched onto walls of restrooms, restroom stalls, lunch tables, and even factory machinery,\" and have said they are often assigned more physically demanding work, paid less than other workers and often denied advancement opportunities, the filing reads.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The lawsuit frames Tesla's move to Texas as an attempt to evade accountability for turning “a blind eye to years of complaints from Black workers who protest commonplace use of racial slurs on the assembly line.\"\u003c/p>\n\u003cp>In response to the complaints, the lawsuit alleges Musk has told workers to be “thick-skinned\" about racial harassment, contributing to the culture that's slow to clean up racist graffiti and other hateful symbols scrawled around the factory.\u003c/p>\n\u003cp>Besides the N-word, other racist language used in the factory included \"porch monkey\" and \"hood rat\" and entreaties that Black workers \"go back to Africa,\" according to the lawsuit. The complaint also alleges the factory was racially segregated, and that the area where Black workers labored was derided as the \"slave ship,\" or \"the plantation.\"\u003c/p>\n\u003cp>Even before the agency filed the lawsuit, Tesla \u003ca href=\"https://www.tesla.com/blog/dfehs-misguided-lawsuit\">preemptively posted a statement on its website\u003c/a> lashing out at what it called an \"unfair and counterproductive\" lawsuit.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The company asserted that the agency has been asked on nearly 50 occasions during the past five years to look into allegations of discrimination and harassment, and closed each investigation without finding any evidence of misconduct.\u003c/p>\n\u003cp>\"It therefore strains credibility for the agency to now allege, after a three-year investigation, that systematic racial discrimination and harassment somehow existed at Tesla,\" the company wrote, while trying to frame the lawsuit as a publicity stunt.\u003c/p>\n\u003cp>But this isn't the first time that Tesla's treatment of the roughly 10,000 employees at its Fremont factory has come under scrutiny. The factory remains Tesla's biggest manufacturer of electric cars, even as the company has opened additional plants, including a new one in Texas.\u003c/p>\n\u003cp>Last October, \u003ca href=\"https://www.kqed.org/news/11891110/tesla-must-pay-137-million-to-a-black-former-contractor-who-claimed-racial-abuse\">a federal jury awarded $137 million in damages to a \u003c/a>\u003ca href=\"https://www.kqed.org/news/11891110/tesla-must-pay-137-million-to-a-black-former-contractor-who-claimed-racial-abuse\">Black \u003c/a>\u003ca href=\"https://www.kqed.org/news/11891110/tesla-must-pay-137-million-to-a-black-former-contractor-who-claimed-racial-abuse\">former elevator operator who had alleged he faced daily racist slurs\u003c/a> and other forms of harassment while working at the Fremont plant in 2015 and 2016 before quitting. Tesla is appealing that verdict and has denied any knowledge of racist conduct that the former elevator operator, Owen Diaz, said took place at the plant.\u003c/p>\n\u003cp>And then more than a half dozen current and former Tesla employees filed another lawsuit, alleging the company didn't take adequate steps to protect them against sexual harassment. Tesla is seeking to shift those complaints into arbitration.\u003c/p>\n\u003cp>About 10% of Tesla's U.S. employees are Black and 21% are women, according to the company's latest employment breakdown.\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED's David Marks.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "transit-breakdown-literally-barts-big-budget-trouble-anemic-ridership-and-whether-the-normal-commute-will-ever-return",
"title": "Transit Breakdown (Literally): BART's Big Budget Trouble, Anemic Ridership and Whether the 'Normal' Commute Will Ever Return",
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"content": "\u003cp>\u003cem>Updated 8:30 a.m. Thursday, Feb. 10, 2022\u003c/em>\u003c/p>\n\u003cp>[dropcap]A[/dropcap]s far as we know, the coronavirus can’t get inside the machinery of a train or bus or ferry boat and actually shut them down. But it might as well be able to. By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.\u003c/p>\n\u003cp>The latest example of the malady — you could call it “long transit COVID” — will be on display Thursday and Friday when BART will give the world a glimpse of what its bleak fiscal future holds. Some details, and related transit developments:\u003c/p>\n\u003ch2>Will ridership (and revenues and budgets) ever return to ‘normal’?\u003c/h2>\n\u003cp>The BART board of directors will hear \u003ca href=\"https://s3.documentcloud.org/documents/21199224/bart-fiscal-outlook-february-2022-presentation.pdf\">a presentation Thursday\u003c/a> showing that due in large part to the continued very slow return of ridership, the district will exhaust federal emergency funding over the next two fiscal years.\u003c/p>\n\u003cp>Going forward, BART doesn’t see ridership numbers recovering to pre-pandemic levels for many years. Under its best-case projection, that won’t happen until 2029-30. The “base case” budget assumption — midway between the worst-case and best-case scenarios — doesn’t forecast that happening within the next decade, period, even with the addition of new service to downtown San Jose sometime around 2030. In terms of budget forecasts, BART staff says that without some major new revenue sources, the agency will begin running a deficit sometime in the first half of 2024.\u003c/p>\n\u003ch2>Search for transit cash\u003c/h2>\n\u003cfigure id=\"attachment_11900732\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11900732 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\" alt=\"A large white building seen from a distance with trees and people around the outside.\" width=\"1024\" height=\"667\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-800x521.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-1020x664.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-160x104.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California state Capitol building. \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Near term, BART and other transit agencies are looking for more bailouts like the repeated cash infusions they’ve received from the federal government over the past two years. California, for instance, has a big general fund surplus, and BART and other operators hope the Newsom administration and state Legislature can be persuaded to provide additional resources.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In the longer term, a handful of Bay Area agencies, including BART and the Metropolitan Transportation Commission, have started making noise about a 2024 ballot measure that would include some form of tax to sustain regional transit long into the future. But Bay Area voters seem hostile to the idea. Recent polling shows more than \u003ca href=\"https://mtc.ca.gov/sites/default/files/documents/2021-12/Metropolitan_Transportation_Commission_Listening_Session_Packet.pdf\">60% of voters think “taxes are high enough”\u003c/a> and would “vote against any tax increase.” At the same time, public transportation ranked last among 11 issues likely voters were asked about, with only 22% ranking it a “very high” priority. In fact, a former incarnation of this idea, a “mega-measure” known as \u003ca href=\"https://fasterbayarea.org/\" target=\"_blank\" rel=\"noreferrer noopener\">FASTER Bay Area\u003c/a>, would have raised $100 billion or more over the next couple of decades, but was scrubbed from the 2020 ballot after failing to attract widespread support.\u003c/p>\n\u003ch2>BART ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11895999\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11895999\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\" alt=\"The BART passenger wears a facemask and is the only passenger visible within the train.\" width=\"2560\" height=\"1706\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-2048x1365.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1920x1280.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART passenger rides in an empty train car on April 8, 2020, in San Francisco. At the start of the pandemic, BART announced that it would slash daily service as ridership dramatically dropped due to the COVID-19 shelter-in-place order. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In January, overall BART ridership was down 76% from its pre-pandemic baseline. And the recent month-to-month trend is even more depressing, with January ridership down 18% from December, and December ridership down 4% from November.\u003c/p>\n\u003cp>Part of the initial drop was probably due to December’s continually wet weather. BART is also attributing the sharp January decline to the omicron surge. If you’re looking for a sliver of good news, BART ridership is looking like it’s bouncing back from its recent nadir.\u003c/p>\n\u003ch2>But all transit ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11904525\" class=\"wp-caption aligncenter\" style=\"max-width: 1240px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904525 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\" alt=\"A largely empty wide, hilly San Francisco street with cable car tracks.\" width=\"1240\" height=\"802\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg 1240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-800x517.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-1020x660.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-160x103.jpeg 160w\" sizes=\"(max-width: 1240px) 100vw, 1240px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Few pedestrians walk along Powell Street during commute hours in San Francisco on March 16, 2020, at the onset of the coronavirus pandemic. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Companies continuing to delay a return to the office — \u003cem>really \u003c/em>returning to the office — is the long-term issue suppressing ridership and one that doesn’t seem likely to change in the foreseeable future. In the Bay Area Council’s \u003ca href=\"https://public.flourish.studio/story/1114459/\" target=\"_blank\" rel=\"noopener noreferrer\">January employer survey\u003c/a>, more than two-thirds of respondents said they expected their workers will be on site three days per week or fewer “once the pandemic is behind us.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.bayareacouncil.org/transportation/survey-fewer-days-at-the-office-more-traffic/\" target=\"_blank\" rel=\"noopener noreferrer\">An earlier council analysis\u003c/a> said that could mean a lasting cut of 1.1 million daily commute trips region-wide.\u003c/p>\n\u003ch2>Muni: ‘Expect extended waits and likely crowding’\u003c/h2>\n\u003cfigure id=\"attachment_11894599\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11894599\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\" alt=\"People wear masks as they wait in a bus shelter as a red and gray bus pulls up.\" width=\"1024\" height=\"661\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-800x516.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-1020x658.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-160x103.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People wear masks as they wait in a shelter for a San Francisco MUNI bus on April 6, 2020. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s busiest transit system began experiencing staff shortages early in the omicron surge, and the problem has intensified in the last couple of weeks amid Lunar New Year celebrations. In its daily rider alerts, the agency has recently named as many as 30 lines (of 50 or so that are currently running) that would experience “extended waits and likely crowding.”\u003c/p>\n\u003cp>The staffing shortages are due to “regular old sick calls,” according to agency spokesperson Erica Kato, who said the agency is attempting to fill schedule gaps by offering overtime to operators. And just how many sick calls is Muni getting, and how many bus and train runs are being missed? On Monday of last week, it reported 355 sick calls, with 268 “open” runs — scheduled runs for which no operator was available. Last Tuesday it was 259 sick calls and 220 open runs.\u003c/p>\n\u003ch2>A new and improved CEQA exemption for transportation projects\u003c/h2>\n\u003cfigure id=\"attachment_11904532\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904532 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\" alt=\"A large underground transit construction site\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2-160x120.jpeg 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Construction on the BART Silicon Valley Berryessa extension. \u003ccite>(Courtesy of Transmetrics)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco state Sen. Scott Wiener’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220SB922\" target=\"_blank\" rel=\"noopener noreferrer\">SB 922\u003c/a> is a follow-up to his \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200SB288\" target=\"_blank\" rel=\"noopener noreferrer\">SB 288\u003c/a>, legislation that succeeded in speeding up transit and bike projects by making most of them exempt from review under the California Environmental Quality Act.\u003c/p>\n\u003cp>Under SB 288, the exemption ends next Jan. 1; the new bill would make the exemption permanent and expand its scope to new pedestrian projects — think programs like “slow streets” in San Francisco and Oakland, bus-only freeway lanes (under discussion, but still far from reality, on the Bay Bridge) and new carpool lanes on city streets. The bill would also extend the exemption to projects in non-urbanized areas and require a new equity analysis for exempted transit projects slated for areas with a high potential for community displacement.\u003c/p>\n\u003ch2>Caltrain ‘governance’ struggle drags on\u003c/h2>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San Jose’s Diridon Station, Dec. 28, 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The saga continues.\u003c/p>\n\u003cp>An ad hoc committee of the Peninsula Corridor Joint Powers Board, aka the Caltrain board, is working with a March 3 deadline to produce an agreement that will resolve outstanding governance issues. One sticking point: San Mateo County’s recent announcement that it will require a $15.2 million payment as part of settling the governance dispute. That sum, along with $19.6 million from the Metropolitan Transportation Commission, would finally settle a debt incurred by San Francisco and Santa Clara counties when San Mateo fronted the cash for buying Caltrain’s right-of-way from Southern Pacific more than three decades ago.\u003c/p>\n\u003cp>Another sticking point: how a more independent Caltrain will share staff with SamTrans, which has managed the railroad since its long-ago acquisition. Meantime, Caltrain’s ridership in December was down 82% from pre-pandemic levels, and the agency is looking for $410 million to finish its electrification project.\u003c/p>\n\u003ch2>In court next week\u003c/h2>\n\u003cp>The Amalgamated Transit Union and the Biden administration’s Department of Transportation face off in a Sacramento courtroom next Thursday (Feb. 17) over the DOT’s plan, announced abruptly in late October, to block release of emergency operating funds to BART, AC Transit and other agencies because of an ongoing dispute over a 2013 California law that limits pension benefits for newly hired union workers.\u003c/p>\n\u003cp>U.S. District Judge Kimberly Mueller granted a preliminary injunction to the state in late December that cleared the way for release of emergency funds. At stake now is whether the DOT may block future funding.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.",
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"title": "Transit Breakdown (Literally): BART's Big Budget Trouble, Anemic Ridership and Whether the 'Normal' Commute Will Ever Return | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 8:30 a.m. Thursday, Feb. 10, 2022\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">A\u003c/span>\u003c/p>\u003cp>s far as we know, the coronavirus can’t get inside the machinery of a train or bus or ferry boat and actually shut them down. But it might as well be able to. By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.\u003c/p>\n\u003cp>The latest example of the malady — you could call it “long transit COVID” — will be on display Thursday and Friday when BART will give the world a glimpse of what its bleak fiscal future holds. Some details, and related transit developments:\u003c/p>\n\u003ch2>Will ridership (and revenues and budgets) ever return to ‘normal’?\u003c/h2>\n\u003cp>The BART board of directors will hear \u003ca href=\"https://s3.documentcloud.org/documents/21199224/bart-fiscal-outlook-february-2022-presentation.pdf\">a presentation Thursday\u003c/a> showing that due in large part to the continued very slow return of ridership, the district will exhaust federal emergency funding over the next two fiscal years.\u003c/p>\n\u003cp>Going forward, BART doesn’t see ridership numbers recovering to pre-pandemic levels for many years. Under its best-case projection, that won’t happen until 2029-30. The “base case” budget assumption — midway between the worst-case and best-case scenarios — doesn’t forecast that happening within the next decade, period, even with the addition of new service to downtown San Jose sometime around 2030. In terms of budget forecasts, BART staff says that without some major new revenue sources, the agency will begin running a deficit sometime in the first half of 2024.\u003c/p>\n\u003ch2>Search for transit cash\u003c/h2>\n\u003cfigure id=\"attachment_11900732\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11900732 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\" alt=\"A large white building seen from a distance with trees and people around the outside.\" width=\"1024\" height=\"667\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-800x521.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-1020x664.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-160x104.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California state Capitol building. \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Near term, BART and other transit agencies are looking for more bailouts like the repeated cash infusions they’ve received from the federal government over the past two years. California, for instance, has a big general fund surplus, and BART and other operators hope the Newsom administration and state Legislature can be persuaded to provide additional resources.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In the longer term, a handful of Bay Area agencies, including BART and the Metropolitan Transportation Commission, have started making noise about a 2024 ballot measure that would include some form of tax to sustain regional transit long into the future. But Bay Area voters seem hostile to the idea. Recent polling shows more than \u003ca href=\"https://mtc.ca.gov/sites/default/files/documents/2021-12/Metropolitan_Transportation_Commission_Listening_Session_Packet.pdf\">60% of voters think “taxes are high enough”\u003c/a> and would “vote against any tax increase.” At the same time, public transportation ranked last among 11 issues likely voters were asked about, with only 22% ranking it a “very high” priority. In fact, a former incarnation of this idea, a “mega-measure” known as \u003ca href=\"https://fasterbayarea.org/\" target=\"_blank\" rel=\"noreferrer noopener\">FASTER Bay Area\u003c/a>, would have raised $100 billion or more over the next couple of decades, but was scrubbed from the 2020 ballot after failing to attract widespread support.\u003c/p>\n\u003ch2>BART ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11895999\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11895999\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\" alt=\"The BART passenger wears a facemask and is the only passenger visible within the train.\" width=\"2560\" height=\"1706\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-2048x1365.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1920x1280.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART passenger rides in an empty train car on April 8, 2020, in San Francisco. At the start of the pandemic, BART announced that it would slash daily service as ridership dramatically dropped due to the COVID-19 shelter-in-place order. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In January, overall BART ridership was down 76% from its pre-pandemic baseline. And the recent month-to-month trend is even more depressing, with January ridership down 18% from December, and December ridership down 4% from November.\u003c/p>\n\u003cp>Part of the initial drop was probably due to December’s continually wet weather. BART is also attributing the sharp January decline to the omicron surge. If you’re looking for a sliver of good news, BART ridership is looking like it’s bouncing back from its recent nadir.\u003c/p>\n\u003ch2>But all transit ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11904525\" class=\"wp-caption aligncenter\" style=\"max-width: 1240px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904525 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\" alt=\"A largely empty wide, hilly San Francisco street with cable car tracks.\" width=\"1240\" height=\"802\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg 1240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-800x517.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-1020x660.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-160x103.jpeg 160w\" sizes=\"(max-width: 1240px) 100vw, 1240px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Few pedestrians walk along Powell Street during commute hours in San Francisco on March 16, 2020, at the onset of the coronavirus pandemic. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Companies continuing to delay a return to the office — \u003cem>really \u003c/em>returning to the office — is the long-term issue suppressing ridership and one that doesn’t seem likely to change in the foreseeable future. In the Bay Area Council’s \u003ca href=\"https://public.flourish.studio/story/1114459/\" target=\"_blank\" rel=\"noopener noreferrer\">January employer survey\u003c/a>, more than two-thirds of respondents said they expected their workers will be on site three days per week or fewer “once the pandemic is behind us.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.bayareacouncil.org/transportation/survey-fewer-days-at-the-office-more-traffic/\" target=\"_blank\" rel=\"noopener noreferrer\">An earlier council analysis\u003c/a> said that could mean a lasting cut of 1.1 million daily commute trips region-wide.\u003c/p>\n\u003ch2>Muni: ‘Expect extended waits and likely crowding’\u003c/h2>\n\u003cfigure id=\"attachment_11894599\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11894599\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\" alt=\"People wear masks as they wait in a bus shelter as a red and gray bus pulls up.\" width=\"1024\" height=\"661\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-800x516.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-1020x658.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-160x103.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People wear masks as they wait in a shelter for a San Francisco MUNI bus on April 6, 2020. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s busiest transit system began experiencing staff shortages early in the omicron surge, and the problem has intensified in the last couple of weeks amid Lunar New Year celebrations. In its daily rider alerts, the agency has recently named as many as 30 lines (of 50 or so that are currently running) that would experience “extended waits and likely crowding.”\u003c/p>\n\u003cp>The staffing shortages are due to “regular old sick calls,” according to agency spokesperson Erica Kato, who said the agency is attempting to fill schedule gaps by offering overtime to operators. And just how many sick calls is Muni getting, and how many bus and train runs are being missed? On Monday of last week, it reported 355 sick calls, with 268 “open” runs — scheduled runs for which no operator was available. Last Tuesday it was 259 sick calls and 220 open runs.\u003c/p>\n\u003ch2>A new and improved CEQA exemption for transportation projects\u003c/h2>\n\u003cfigure id=\"attachment_11904532\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904532 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\" alt=\"A large underground transit construction site\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2-160x120.jpeg 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Construction on the BART Silicon Valley Berryessa extension. \u003ccite>(Courtesy of Transmetrics)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco state Sen. Scott Wiener’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220SB922\" target=\"_blank\" rel=\"noopener noreferrer\">SB 922\u003c/a> is a follow-up to his \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200SB288\" target=\"_blank\" rel=\"noopener noreferrer\">SB 288\u003c/a>, legislation that succeeded in speeding up transit and bike projects by making most of them exempt from review under the California Environmental Quality Act.\u003c/p>\n\u003cp>Under SB 288, the exemption ends next Jan. 1; the new bill would make the exemption permanent and expand its scope to new pedestrian projects — think programs like “slow streets” in San Francisco and Oakland, bus-only freeway lanes (under discussion, but still far from reality, on the Bay Bridge) and new carpool lanes on city streets. The bill would also extend the exemption to projects in non-urbanized areas and require a new equity analysis for exempted transit projects slated for areas with a high potential for community displacement.\u003c/p>\n\u003ch2>Caltrain ‘governance’ struggle drags on\u003c/h2>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San Jose’s Diridon Station, Dec. 28, 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The saga continues.\u003c/p>\n\u003cp>An ad hoc committee of the Peninsula Corridor Joint Powers Board, aka the Caltrain board, is working with a March 3 deadline to produce an agreement that will resolve outstanding governance issues. One sticking point: San Mateo County’s recent announcement that it will require a $15.2 million payment as part of settling the governance dispute. That sum, along with $19.6 million from the Metropolitan Transportation Commission, would finally settle a debt incurred by San Francisco and Santa Clara counties when San Mateo fronted the cash for buying Caltrain’s right-of-way from Southern Pacific more than three decades ago.\u003c/p>\n\u003cp>Another sticking point: how a more independent Caltrain will share staff with SamTrans, which has managed the railroad since its long-ago acquisition. Meantime, Caltrain’s ridership in December was down 82% from pre-pandemic levels, and the agency is looking for $410 million to finish its electrification project.\u003c/p>\n\u003ch2>In court next week\u003c/h2>\n\u003cp>The Amalgamated Transit Union and the Biden administration’s Department of Transportation face off in a Sacramento courtroom next Thursday (Feb. 17) over the DOT’s plan, announced abruptly in late October, to block release of emergency operating funds to BART, AC Transit and other agencies because of an ongoing dispute over a 2013 California law that limits pension benefits for newly hired union workers.\u003c/p>\n\u003cp>U.S. District Judge Kimberly Mueller granted a preliminary injunction to the state in late December that cleared the way for release of emergency funds. At stake now is whether the DOT may block future funding.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "flush-with-cash-governor-newsom-wants-to-invest-in-pandemic-response-universal-health-access-fighting-inequality",
"title": "Flush With Cash, Governor Newsom Wants to Invest in Pandemic Response, Universal Health Access, Fighting Inequality",
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"headTitle": "Flush With Cash, Governor Newsom Wants to Invest in Pandemic Response, Universal Health Access, Fighting Inequality | KQED",
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"content": "\u003cp>With California expecting another year of record state revenues, Gov. Gavin Newsom on Monday unveiled a spending plan that would make deep investments into containing the current COVID-19 surge, expanding health care access, shoring up drought response and \u003ca href=\"https://www.kqed.org/news/11899691/gov-newsom-boosts-efforts-to-combat-organized-retail-theft-in-california\">fighting organized retail crime\u003c/a>.\u003c/p>\n\u003cp>The $286.4 billion proposal is aimed at tackling what Newsom’s administration deems California’s “most existential threats”: COVID-19, climate change, homelessness, inequality and public safety. With midterm elections and the governor’s reelection campaign looming this fall, however, those challenges also pose clear political threats to the national Democratic establishment.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Gov. Gavin Newsom\"]‘[We] continue to do what we can to fight this latest surge.’[/pullquote]His budget seems aimed at getting ahead of some of that. Newsom is asking lawmakers to spend an extra $1.4 billion immediately on pandemic response measures — a proposal that comes as the state faces down its third year of addressing the pandemic even as COVID-19 cases surge to record levels, causing major disruptions in schools and hospitals.\u003c/p>\n\u003cp>The governor wants the state to earmark $2.7 billion in additional money over the next 18 months \u003ca href=\"https://www.gov.ca.gov/2022/01/08/governor-newsom-announces-new-2-7-billion-covid-19-emergency-response-package/\">for increased testing, vaccination campaigns and support for hospitals and health care workers\u003c/a>.\u003c/p>\n\u003cp>“The goal this year is to do more in testing and those vaccine boosters,” he said. “[We] continue to do what we can to fight this latest surge, in issues related to staffing of frontline workers in our hospitals, and dealing with this incredible stress and strain that so many in our system are facing.”\u003c/p>\n\u003cp>Newsom also praised “the individuals that show up every single day for work against just extraordinary, extraordinary circumstances.”\u003c/p>\n\u003cp>With at least $45 billion more in expected revenue than had been forecast by state officials last year — a number that could climb even higher over the coming months — Newsom also wants to expand health care access to all Californians, regardless of immigration status. If his proposal to make Medi-Cal available to all undocumented immigrants is approved, California would become the first state in the nation to do so.\u003c/p>\n\u003cp>[aside postID=\"news_11879724\" hero=\"https://ww2.kqed.org/app/uploads/sites/10/2021/06/RS50190_GettyImages-1310021506-qut-1020x668.jpg\"]Not all of that $45 billion in extra money is unspoken for. Newsom noted that $16 billion of it will automatically go to schools, and $9 billion will be put in state reserves or used to pay down debt.\u003c/p>\n\u003cp>In all, California leaders will have about $20 billion extra to spend — cash Newsom said he wants to spend largely on one-time investments. It’s still unclear, the governor said, whether the state will have to refund any money to taxpayers under a 1979 law that places limits on state spending.\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003ch3>\u003cstrong>Schools and COVID-19\u003c/strong>\u003c/h3>\n\u003cp>With the pandemic still top of mind for many Californians, Newsom is including a proposed $1.2 billion to help expand hours and capacity at testing sites as well as distribute millions of antigen tests to schools, local governments and clinics. The lack of access to testing has become a huge problem for schools in particular as the omicron variant drives cases to unprecedented levels, prompting staffing shortages and posing political challenges for Newsom and other state leaders.\u003c/p>\n\u003cp>In addition to testing, the governor wants to pump another $583 million into efforts to get more Californians vaccinated and boosted. That money would fund not only in-home vaccination and testing programs and free transportation to vaccine appointments, but also a public education campaign aimed at combating vaccine misinformation.\u003c/p>\n\u003cp>The governor also wants to invest billions more into behavioral health services — including for young people who have been hit hard by mental health issues during the pandemic. And, he’s proposing to continue offering two free meals a day to all public schoolchildren, not just those from families with incomes deemed low enough to qualify.\u003c/p>\n\u003cp>And, to address concerns about how declining public school enrollment could hurt schools already struggling to survive the pandemic, Newsom is proposing a new way to calculate how much money school districts receive. Instead of basing budget figures on a district’s average daily attendance over one school year, the budget proposes allowing them to consider an average of three years of attendance figures.\u003c/p>\n\u003ch3>\u003cstrong>Climate investments\u003c/strong>\u003c/h3>\n\u003cp>Despite wet weather in recent weeks, California is still facing a historic drought. Last year, lawmakers and the governor approved a $5.2 billion water package that will fund infrastructure projects around the state to make water more reliable and safer. In this year’s plan, Newsom proposes spending an additional $750 million to help residents, farmers and wildlife.\u003c/p>\n\u003cp>“We are mindful of our need to do better to prepare not only for short-term, medium- and long-term realities of a world that’s being replumbed both literally and figuratively as it comes to weather,” Newsom said, adding that in addition to investments in storage and infrastructure, “we have got to do more, all of us including my family, on water conservation.”\u003c/p>\n\u003cp>[aside postID=\"news_11900750\" hero=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-1323577332-1-1020x676.jpg\"]The governor is also including $1.2 billion in new spending on initiatives like forest thinning, prescribed burns, grazing, reforestation, fuel breaks and new technology to detect wildfires early. And he wants to direct nearly $650 million in new funds to support firefighting efforts — including $400 million for CalFire firefighters directly.\u003c/p>\n\u003cp>“They are overwhelmed, they are stressed,” Newsom said of the CalFire workforce. “We have gotten staffing up [in recent years] but the workload is still profound.”\u003c/p>\n\u003cp>Newsom wants to reduce the state’s reliance on fossil fuels in part by investing a total of $10 billion to encourage the switch to electric vehicles, including nearly $4 billion for trucks, buses and heavy-duty vehicles. And he’s proposing over $1 billion over the next three years in new tax credits for businesses that create “cutting-edge climate solutions” and “develop green energy technologies and agree to share profits.”\u003c/p>\n\u003ch3>\u003cstrong>Targeting inequality\u003c/strong>\u003c/h3>\n\u003cp>The governor also is prioritizing the state’s high cost of living, saying he wants to help blunt the rising costs of health care, housing and child care — and help small businesses stay open.\u003c/p>\n\u003cp>Among his initiatives:\u003c/p>\n\u003cul>\n\u003cli>Expanding Medi-Cal health coverage to undocumented immigrants who are between age 26 and 50. In recent years, the state has slowly increased access to the health care insurance program for Californians with lower incomes — first by expanding it to young people up to age 26 in 2019, \u003ca href=\"https://www.kqed.org/news//so-thankful-california-to-offer-medi-cal-to-235000-undocumented-californians\">and then last year by including an estimated 235,000 undocumented people over the age of 50\u003c/a>. Under this year’s proposal — which is likely to be embraced by the Democrat-led Legislature, another 764,000 people would be covered by January of 2024.\u003c/li>\n\u003cli>Investing in child care and education programs by adding thousands of new child care slots for lower-income families and increasing access to before-, after- and summer-school programs. He’s also proposing $4 billion in spending over the next several years to create universal preschool in California.\u003c/li>\n\u003cli>Earmarking $2 billion for grants and tax credits aimed at increasing housing production in California.\u003c/li>\n\u003cli>Providing hundreds of millions of dollars in grants and tax breaks to small businesses as well as waiving fees. Newsom, a business owner himself, noted the challenges small businesses have faced during this pandemic.\u003c/li>\n\u003cli>$182 million to fight the opioid epidemic, particularly the fentanyl crisis, including for overdose prevention and medication-assisted treatment.\u003c/li>\n\u003c/ul>\n\u003cp>And, the governor said the state will be experimenting with a way to bring down the cost of prescription drugs by entering into agreements to produce its own insulin.\u003c/p>\n\u003cp>“Insulin epitomizes the failures in the pharmaceutical industry,” he said, adding that more details will be released in the coming months but that he hopes the pilot program could be a model for other pharmaceutical products.\u003c/p>\n\u003ch3>\u003cstrong>Reducing homelessness\u003c/strong>\u003c/h3>\n\u003cp>In addition to $12 billion authorized last year, Newsom is proposing another $2 billion in spending this year aimed at getting people off the street and into shelters that have behavioral health support. He noted that the state has housed more than 50,000 people since the pandemic began, through its Project Roomkey program, but said more needs to be done.\u003c/p>\n\u003cp>Most strikingly, the governor indicated he intends to double down on one of the state’s most controversial strategies for getting people into housing: conservatorship laws, which allow counties to force residents deemed mentally incompetent by a court into treatment.\u003c/p>\n\u003cp>[aside postID=\"news_11887815\" hero=\"https://ww2.kqed.org/app/uploads/sites/10/2021/09/GettyImages-1233456190-1020x680.jpg\"]Conservatorship laws have been vociferously opposed by some advocates for unhoused people and by civil libertarians, but the governor promised to overhaul the state’s laws this year, with more details in the coming weeks for what is sure to be a controversial proposal.\u003c/p>\n\u003cp>“Look, we recognize our responsibility to do more and better,” he said.\u003c/p>\n\u003cp>Among his budget proposals: $1.4 billion for mobile crisis services, so that Medi-Cal providers can provide behavioral health care to unhoused residents where they are.\u003c/p>\n\u003ch3>\u003cstrong>Public safety\u003c/strong>\u003c/h3>\n\u003cp>Newsom also is trying to get ahead of concerns about public safety. His proposal includes $255 million in grants to help local law enforcement combat organized retail crime — including by increasing police presence at stores. He’s piloting a new grant program to help small businesses that have been the victims of smash-and-grab theft.\u003c/p>\n\u003cp>Newsom also wants to make permanent a “smash and grab” division at the California Highway Patrol dedicated to assisting police agencies in the Bay Area, Sacramento, San Joaquin Valley, Los Angeles and San Diego regions combat retail, auto and rail theft.\u003c/p>\n\u003cp>[aside label ='Related Coverage' tag='politics']The budget also calls for nearly $50 million to help both state and local prosecutors in theft-related cases — including to prosecute large retail theft rings.\u003c/p>\n\u003cp>Newsom said he understands that mayors and local police and prosecutors need support to tackle, in particular, organized theft.\u003c/p>\n\u003cp>“It’s wrong and you have to be held to account,” he said, noting that those crimes threaten “our sense of safety,” which he called “foundational to any thriving society.”\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Governor Gavin Newsom's $286 billion spending plan would invest in testing and vaccines, expand health care access to undocumented immigrants and provide law enforcement with money to fight organized retail theft. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>With California expecting another year of record state revenues, Gov. Gavin Newsom on Monday unveiled a spending plan that would make deep investments into containing the current COVID-19 surge, expanding health care access, shoring up drought response and \u003ca href=\"https://www.kqed.org/news/11899691/gov-newsom-boosts-efforts-to-combat-organized-retail-theft-in-california\">fighting organized retail crime\u003c/a>.\u003c/p>\n\u003cp>The $286.4 billion proposal is aimed at tackling what Newsom’s administration deems California’s “most existential threats”: COVID-19, climate change, homelessness, inequality and public safety. With midterm elections and the governor’s reelection campaign looming this fall, however, those challenges also pose clear political threats to the national Democratic establishment.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>His budget seems aimed at getting ahead of some of that. Newsom is asking lawmakers to spend an extra $1.4 billion immediately on pandemic response measures — a proposal that comes as the state faces down its third year of addressing the pandemic even as COVID-19 cases surge to record levels, causing major disruptions in schools and hospitals.\u003c/p>\n\u003cp>The governor wants the state to earmark $2.7 billion in additional money over the next 18 months \u003ca href=\"https://www.gov.ca.gov/2022/01/08/governor-newsom-announces-new-2-7-billion-covid-19-emergency-response-package/\">for increased testing, vaccination campaigns and support for hospitals and health care workers\u003c/a>.\u003c/p>\n\u003cp>“The goal this year is to do more in testing and those vaccine boosters,” he said. “[We] continue to do what we can to fight this latest surge, in issues related to staffing of frontline workers in our hospitals, and dealing with this incredible stress and strain that so many in our system are facing.”\u003c/p>\n\u003cp>Newsom also praised “the individuals that show up every single day for work against just extraordinary, extraordinary circumstances.”\u003c/p>\n\u003cp>With at least $45 billion more in expected revenue than had been forecast by state officials last year — a number that could climb even higher over the coming months — Newsom also wants to expand health care access to all Californians, regardless of immigration status. If his proposal to make Medi-Cal available to all undocumented immigrants is approved, California would become the first state in the nation to do so.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Not all of that $45 billion in extra money is unspoken for. Newsom noted that $16 billion of it will automatically go to schools, and $9 billion will be put in state reserves or used to pay down debt.\u003c/p>\n\u003cp>In all, California leaders will have about $20 billion extra to spend — cash Newsom said he wants to spend largely on one-time investments. It’s still unclear, the governor said, whether the state will have to refund any money to taxpayers under a 1979 law that places limits on state spending.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch3>\u003cstrong>Schools and COVID-19\u003c/strong>\u003c/h3>\n\u003cp>With the pandemic still top of mind for many Californians, Newsom is including a proposed $1.2 billion to help expand hours and capacity at testing sites as well as distribute millions of antigen tests to schools, local governments and clinics. The lack of access to testing has become a huge problem for schools in particular as the omicron variant drives cases to unprecedented levels, prompting staffing shortages and posing political challenges for Newsom and other state leaders.\u003c/p>\n\u003cp>In addition to testing, the governor wants to pump another $583 million into efforts to get more Californians vaccinated and boosted. That money would fund not only in-home vaccination and testing programs and free transportation to vaccine appointments, but also a public education campaign aimed at combating vaccine misinformation.\u003c/p>\n\u003cp>The governor also wants to invest billions more into behavioral health services — including for young people who have been hit hard by mental health issues during the pandemic. And, he’s proposing to continue offering two free meals a day to all public schoolchildren, not just those from families with incomes deemed low enough to qualify.\u003c/p>\n\u003cp>And, to address concerns about how declining public school enrollment could hurt schools already struggling to survive the pandemic, Newsom is proposing a new way to calculate how much money school districts receive. Instead of basing budget figures on a district’s average daily attendance over one school year, the budget proposes allowing them to consider an average of three years of attendance figures.\u003c/p>\n\u003ch3>\u003cstrong>Climate investments\u003c/strong>\u003c/h3>\n\u003cp>Despite wet weather in recent weeks, California is still facing a historic drought. Last year, lawmakers and the governor approved a $5.2 billion water package that will fund infrastructure projects around the state to make water more reliable and safer. In this year’s plan, Newsom proposes spending an additional $750 million to help residents, farmers and wildlife.\u003c/p>\n\u003cp>“We are mindful of our need to do better to prepare not only for short-term, medium- and long-term realities of a world that’s being replumbed both literally and figuratively as it comes to weather,” Newsom said, adding that in addition to investments in storage and infrastructure, “we have got to do more, all of us including my family, on water conservation.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The governor is also including $1.2 billion in new spending on initiatives like forest thinning, prescribed burns, grazing, reforestation, fuel breaks and new technology to detect wildfires early. And he wants to direct nearly $650 million in new funds to support firefighting efforts — including $400 million for CalFire firefighters directly.\u003c/p>\n\u003cp>“They are overwhelmed, they are stressed,” Newsom said of the CalFire workforce. “We have gotten staffing up [in recent years] but the workload is still profound.”\u003c/p>\n\u003cp>Newsom wants to reduce the state’s reliance on fossil fuels in part by investing a total of $10 billion to encourage the switch to electric vehicles, including nearly $4 billion for trucks, buses and heavy-duty vehicles. And he’s proposing over $1 billion over the next three years in new tax credits for businesses that create “cutting-edge climate solutions” and “develop green energy technologies and agree to share profits.”\u003c/p>\n\u003ch3>\u003cstrong>Targeting inequality\u003c/strong>\u003c/h3>\n\u003cp>The governor also is prioritizing the state’s high cost of living, saying he wants to help blunt the rising costs of health care, housing and child care — and help small businesses stay open.\u003c/p>\n\u003cp>Among his initiatives:\u003c/p>\n\u003cul>\n\u003cli>Expanding Medi-Cal health coverage to undocumented immigrants who are between age 26 and 50. In recent years, the state has slowly increased access to the health care insurance program for Californians with lower incomes — first by expanding it to young people up to age 26 in 2019, \u003ca href=\"https://www.kqed.org/news//so-thankful-california-to-offer-medi-cal-to-235000-undocumented-californians\">and then last year by including an estimated 235,000 undocumented people over the age of 50\u003c/a>. Under this year’s proposal — which is likely to be embraced by the Democrat-led Legislature, another 764,000 people would be covered by January of 2024.\u003c/li>\n\u003cli>Investing in child care and education programs by adding thousands of new child care slots for lower-income families and increasing access to before-, after- and summer-school programs. He’s also proposing $4 billion in spending over the next several years to create universal preschool in California.\u003c/li>\n\u003cli>Earmarking $2 billion for grants and tax credits aimed at increasing housing production in California.\u003c/li>\n\u003cli>Providing hundreds of millions of dollars in grants and tax breaks to small businesses as well as waiving fees. Newsom, a business owner himself, noted the challenges small businesses have faced during this pandemic.\u003c/li>\n\u003cli>$182 million to fight the opioid epidemic, particularly the fentanyl crisis, including for overdose prevention and medication-assisted treatment.\u003c/li>\n\u003c/ul>\n\u003cp>And, the governor said the state will be experimenting with a way to bring down the cost of prescription drugs by entering into agreements to produce its own insulin.\u003c/p>\n\u003cp>“Insulin epitomizes the failures in the pharmaceutical industry,” he said, adding that more details will be released in the coming months but that he hopes the pilot program could be a model for other pharmaceutical products.\u003c/p>\n\u003ch3>\u003cstrong>Reducing homelessness\u003c/strong>\u003c/h3>\n\u003cp>In addition to $12 billion authorized last year, Newsom is proposing another $2 billion in spending this year aimed at getting people off the street and into shelters that have behavioral health support. He noted that the state has housed more than 50,000 people since the pandemic began, through its Project Roomkey program, but said more needs to be done.\u003c/p>\n\u003cp>Most strikingly, the governor indicated he intends to double down on one of the state’s most controversial strategies for getting people into housing: conservatorship laws, which allow counties to force residents deemed mentally incompetent by a court into treatment.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Conservatorship laws have been vociferously opposed by some advocates for unhoused people and by civil libertarians, but the governor promised to overhaul the state’s laws this year, with more details in the coming weeks for what is sure to be a controversial proposal.\u003c/p>\n\u003cp>“Look, we recognize our responsibility to do more and better,” he said.\u003c/p>\n\u003cp>Among his budget proposals: $1.4 billion for mobile crisis services, so that Medi-Cal providers can provide behavioral health care to unhoused residents where they are.\u003c/p>\n\u003ch3>\u003cstrong>Public safety\u003c/strong>\u003c/h3>\n\u003cp>Newsom also is trying to get ahead of concerns about public safety. His proposal includes $255 million in grants to help local law enforcement combat organized retail crime — including by increasing police presence at stores. He’s piloting a new grant program to help small businesses that have been the victims of smash-and-grab theft.\u003c/p>\n\u003cp>Newsom also wants to make permanent a “smash and grab” division at the California Highway Patrol dedicated to assisting police agencies in the Bay Area, Sacramento, San Joaquin Valley, Los Angeles and San Diego regions combat retail, auto and rail theft.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The budget also calls for nearly $50 million to help both state and local prosecutors in theft-related cases — including to prosecute large retail theft rings.\u003c/p>\n\u003cp>Newsom said he understands that mayors and local police and prosecutors need support to tackle, in particular, organized theft.\u003c/p>\n\u003cp>“It’s wrong and you have to be held to account,” he said, noting that those crimes threaten “our sense of safety,” which he called “foundational to any thriving society.”\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cp>The last few years have been full of disruption for Bay Area residents, but one change in particular has caught many people’s attention. When Bay Area leaders started issuing stay-at-home orders due to the coronavirus pandemic in March of 2020, Caltrans pulled toll takers from their booths to help stop the spread of the virus. They sped up an existing plan to automate toll taking on the seven state-owned bridges in the Bay Area.\u003c/p>\n\u003cp>For drivers who have set up FasTrak or a license plate account, that change isn’t a big deal. But for the thousands of people who don’t have automated accounts set up, this was a major change. When they cross a bridge, an invoice is now sent to the address attached to their car’s registration.\u003cbr>\n[baycuriouspodcastinfo]\u003c/p>\n\u003cp>As these changes were happening, Bay Curious listeners were writing to us \u003ca href=\"https://www.kqed.org/news/11868435/end-of-an-era-no-more-toll-takers-on-bay-area-bridges\">wondering what happened to the toll workers\u003c/a>, what their absence would mean for toll collection and, eventually, alerting us to an \u003ca href=\"https://www.kqed.org/news/11895338/high-pain-low-gain-how-bridge-toll-penalties-pile-debt-on-low-income-drivers\">escalating problem of toll debt stemming from high penalties attached to unpaid tolls\u003c/a>.\u003c/p>\n\u003cp>“This was something I wasn’t worried about before the pandemic,” said Paul Briley, for whom $588 in missed tolls has mushroomed into more than $6,000 of toll debt. “I pay my dues. I mean, if somebody was there I would have paid. It’s not like I was trying to beat the system.”\u003c/p>\n\u003cp>Briley lives in Richmond, but crosses the Bay Bridge often to help his grandmother in San Francisco with errands. His toll notices were going to an old address, so he never saw them. And for each unpaid $6 toll, he was assessed $70 in penalties. That added up quickly. Now, he’s facing a mountain of debt — all, he says, because he was slow to get on board with the new toll system.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Briley is not alone. The Metropolitan Transportation Commission has heard from dozens of people in similar situations, although the total number of people suffering under massive toll debt is unknown. Over the course of 2021, the depth of the problem has become clearer. The MTC even voted to reduce the penalties associated with unpaid tolls retroactively. But advocates for indebted drivers say the move doesn’t go far enough. They want to see the notification system changed altogether and say transit authorities need to create payment plans for folks to get out of debt.\u003c/p>\n\u003cp>The Bay Curious team sent KQED’s transportation and infrastructure editor and reporter Dan Brekke some of the emails we received from people struggling to pay their toll debts. \u003ca href=\"https://www.kqed.org/news/11895338/high-pain-low-gain-how-bridge-toll-penalties-pile-debt-on-low-income-drivers\">He looked into how they got where they are, what could be changed about the system and why essential workers have been hit hardest by this change.\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The last few years have been full of disruption for Bay Area residents, but one change in particular has caught many people’s attention. When Bay Area leaders started issuing stay-at-home orders due to the coronavirus pandemic in March of 2020, Caltrans pulled toll takers from their booths to help stop the spread of the virus. They sped up an existing plan to automate toll taking on the seven state-owned bridges in the Bay Area.\u003c/p>\n\u003cp>For drivers who have set up FasTrak or a license plate account, that change isn’t a big deal. But for the thousands of people who don’t have automated accounts set up, this was a major change. When they cross a bridge, an invoice is now sent to the address attached to their car’s registration.\u003cbr>\n\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>As these changes were happening, Bay Curious listeners were writing to us \u003ca href=\"https://www.kqed.org/news/11868435/end-of-an-era-no-more-toll-takers-on-bay-area-bridges\">wondering what happened to the toll workers\u003c/a>, what their absence would mean for toll collection and, eventually, alerting us to an \u003ca href=\"https://www.kqed.org/news/11895338/high-pain-low-gain-how-bridge-toll-penalties-pile-debt-on-low-income-drivers\">escalating problem of toll debt stemming from high penalties attached to unpaid tolls\u003c/a>.\u003c/p>\n\u003cp>“This was something I wasn’t worried about before the pandemic,” said Paul Briley, for whom $588 in missed tolls has mushroomed into more than $6,000 of toll debt. “I pay my dues. I mean, if somebody was there I would have paid. It’s not like I was trying to beat the system.”\u003c/p>\n\u003cp>Briley lives in Richmond, but crosses the Bay Bridge often to help his grandmother in San Francisco with errands. His toll notices were going to an old address, so he never saw them. And for each unpaid $6 toll, he was assessed $70 in penalties. That added up quickly. Now, he’s facing a mountain of debt — all, he says, because he was slow to get on board with the new toll system.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Briley is not alone. The Metropolitan Transportation Commission has heard from dozens of people in similar situations, although the total number of people suffering under massive toll debt is unknown. Over the course of 2021, the depth of the problem has become clearer. The MTC even voted to reduce the penalties associated with unpaid tolls retroactively. But advocates for indebted drivers say the move doesn’t go far enough. They want to see the notification system changed altogether and say transit authorities need to create payment plans for folks to get out of debt.\u003c/p>\n\u003cp>The Bay Curious team sent KQED’s transportation and infrastructure editor and reporter Dan Brekke some of the emails we received from people struggling to pay their toll debts. \u003ca href=\"https://www.kqed.org/news/11895338/high-pain-low-gain-how-bridge-toll-penalties-pile-debt-on-low-income-drivers\">He looked into how they got where they are, what could be changed about the system and why essential workers have been hit hardest by this change.\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/freeway01.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-11892010\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/freeway01.png\" alt=\"Cartoon: an overhead view of a huge freeway across the Bay. "What th'?! There were plans for a 36-lane freeway between Oakland & SF (in the 1940s).\" width=\"1920\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01.png 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01-800x800.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01-1020x1020.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01-160x160.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01-1536x1536.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>Picture a 36-lane freeway built on bay fill just south of the Bay Bridge.\u003c/p>\n\u003cp>That was the plan dreamed up by \u003ca href=\"https://www.sfgate.com/local/article/second-bay-bridge-plans-history-freeway-alameda-sf-14018498.php#photo-12881703\">John Reber, a playwright and director\u003c/a>, and \u003ca href=\"https://legacy.seaonc.org/engineer/leon-nishkian/\">Leon H. Nishkian, a celebrated structural engineer\u003c/a>, who were involved in projects ranging from the Golden Gate Bridge to the Hetch Hetchy water system.\u003c/p>\n\u003cp>To put the size of this paved monstrosity into perspective,\u003ca href=\"https://en.wikipedia.org/wiki/Interstate_405_(California)#/media/File:405_freeway_from_the_air.jpg\"> Interstate 405 in Los Angeles is around 20-lanes wide\u003c/a> near LA International Airport.\u003c/p>\n\u003cp>But wait, there’s more!\u003c/p>\n\u003cp>\u003ca href=\"https://www.lib.berkeley.edu/news_events/bridge/up019.html\">The proposed bay freeway \u003c/a>would have also had 640-foot-wide strips on either side of it, each designated an “industrial area.” (You know, for all those industrial things you wanted to do in the shadow of the Bay Bridge.)\u003c/p>\n\u003cp>The freeway and industrial areas would form a strip of land over five football fields wide across the bay, largely sealing off the southern section of the body of water in the process.\u003c/p>\n\u003cp>At least nobody can accuse Reber and Nishkian of thinking small.\u003c/p>\n\u003cp>Thankfully, the location of the planned causeway is still occupied by water, seals and fish.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/freeway01.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-11892010\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/freeway01.png\" alt=\"Cartoon: an overhead view of a huge freeway across the Bay. "What th'?! There were plans for a 36-lane freeway between Oakland & SF (in the 1940s).\" width=\"1920\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01.png 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01-800x800.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01-1020x1020.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01-160x160.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01-1536x1536.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>Picture a 36-lane freeway built on bay fill just south of the Bay Bridge.\u003c/p>\n\u003cp>That was the plan dreamed up by \u003ca href=\"https://www.sfgate.com/local/article/second-bay-bridge-plans-history-freeway-alameda-sf-14018498.php#photo-12881703\">John Reber, a playwright and director\u003c/a>, and \u003ca href=\"https://legacy.seaonc.org/engineer/leon-nishkian/\">Leon H. Nishkian, a celebrated structural engineer\u003c/a>, who were involved in projects ranging from the Golden Gate Bridge to the Hetch Hetchy water system.\u003c/p>\n\u003cp>To put the size of this paved monstrosity into perspective,\u003ca href=\"https://en.wikipedia.org/wiki/Interstate_405_(California)#/media/File:405_freeway_from_the_air.jpg\"> Interstate 405 in Los Angeles is around 20-lanes wide\u003c/a> near LA International Airport.\u003c/p>\n\u003cp>But wait, there’s more!\u003c/p>\n\u003cp>\u003ca href=\"https://www.lib.berkeley.edu/news_events/bridge/up019.html\">The proposed bay freeway \u003c/a>would have also had 640-foot-wide strips on either side of it, each designated an “industrial area.” (You know, for all those industrial things you wanted to do in the shadow of the Bay Bridge.)\u003c/p>\n\u003cp>The freeway and industrial areas would form a strip of land over five football fields wide across the bay, largely sealing off the southern section of the body of water in the process.\u003c/p>\n\u003cp>At least nobody can accuse Reber and Nishkian of thinking small.\u003c/p>\n\u003cp>Thankfully, the location of the planned causeway is still occupied by water, seals and fish.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cb>The History of Transit in San Francisco\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">A new documentary, “Moving San Francisco,” chronicles the history of San Francisco’s iconic cable cars and the creation of a first-in-the-nation transit agency. It also explores the impact of the latest wave of innovation in moving people around the city through gig economy services and driverless car technologies. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“Moving San Francisco” airs on KQED-9 on Nov. 22 at 9:00 p.m.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Guest:\u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Gary Kamiya, “Moving San Francisco” host\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>This Week in California Politics\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This week, Congressmember Jackie Speier, D-San Mateo, announced she would not seek another term in office. Speier has worked in politics for over 40 years and has represented San Francisco and San Mateo residents in Congress since 2008. Also, Vice President Kamala Harris is finding herself on the defensive after a poll found her approval ratings at a dismal 28% earlier this month. Plus, we discuss California politicians’ response to the not-guilty verdict in the trial of Kyle Rittenhouse. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Guests:\u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Mark Z. Barabak, Los Angeles Times columnist\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Marisa Lagos, KQED politics and government correspondent\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cb>Something Beautiful: The Golden Skate\u003cbr>\n\u003c/b>\u003cspan style=\"font-weight: 400\">This week’s look at Something Beautiful features spinning lights and disco music at the San Ramon roller rink Golden Skate. After nearly 50 years in business, management has announced it will close the rink — but not before the holidays, so skaters still have a few weeks to get in a few more laps.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/coalstorage_111621_final.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-11896455\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/coalstorage_111621_final.png\" alt=\"Cartoon: a dirty coal train port terminal with a young boy and girl walking by. The boy says, "the good news is they're banning coal storage by 2027, the bad news is it's 2021."\" width=\"1920\" height=\"1364\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/coalstorage_111621_final.png 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/coalstorage_111621_final-800x568.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/coalstorage_111621_final-1020x725.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/coalstorage_111621_final-160x114.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/coalstorage_111621_final-1536x1091.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>Richmond officials reached a settlement with port operator Levin-Richmond Terminal Corp., along with two fossil fuel companies and the state of Utah, to \u003ca href=\"https://bit.ly/fiorerichmondcoalban\">ban coal storage at the port\u003c/a>.\u003c/p>\n\u003cp>The coal currently going through the shipping terminal is mined in Utah, transported by train across the West, stored for a while at the port and then loaded on a ship and sent to Japan or other destinations in Asia.\u003c/p>\n\u003cp>This is definitely not the most efficient or climate-friendly operation, and the declining market for coal in the United States has led desperate fossil fuel companies to look abroad for their profits.\u003c/p>\n\u003cp>Along the way, the health of people in Richmond suffers alongside the health of the planet.\u003c/p>\n\u003cp>This settlement is great news. I only wish we didn’t have to wait until 2027 to stop coal trafficking through Richmond.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-11896268\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final.png\" alt='Cartoon: a man on a ladder before a stock-ticker arrow pointing up. A woman asks him, \"Bitcoin?\" He answers, \"my bridge toll debt.\"' width=\"1920\" height=\"1307\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/bitcoin_111521_final.png 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/bitcoin_111521_final-800x545.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/bitcoin_111521_final-1020x694.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/bitcoin_111521_final-160x109.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/bitcoin_111521_final-1536x1046.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>A handful of \u003ca href=\"https://bit.ly/fiorebridgetolldebt\">unpaid $6 bridge tolls can easily grow to hundreds or thousands of dollars in fees\u003c/a> and penalties.\u003c/p>\n\u003cp>Economic justice advocates in the Bay Area want to change that.\u003c/p>\n\u003cp>Having been on the receiving end of this extreme system of late payments and penalties (and eventual vehicle registration hold), I can attest to the fact that these charges can pile up ridiculously fast.\u003c/p>\n\u003cp>Fortunately, \u003ca href=\"https://www.spur.org/publications/spur-report/2021-11-04/bridging-gap\">SPUR has shined a spotlight on the overly punitive toll collections system\u003c/a> (one that predominantly affects lower-income drivers) and the Bay Area Toll Authority (BATA) recently voted to reduce late fees and fines.\u003c/p>\n\u003cp>As for those of you who already have tens of thousands of dollars in toll debt … BATA is still working on that.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-11896268\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final.png\" alt='Cartoon: a man on a ladder before a stock-ticker arrow pointing up. A woman asks him, \"Bitcoin?\" He answers, \"my bridge toll debt.\"' width=\"1920\" height=\"1307\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/bitcoin_111521_final.png 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/bitcoin_111521_final-800x545.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/bitcoin_111521_final-1020x694.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/bitcoin_111521_final-160x109.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/bitcoin_111521_final-1536x1046.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>A handful of \u003ca href=\"https://bit.ly/fiorebridgetolldebt\">unpaid $6 bridge tolls can easily grow to hundreds or thousands of dollars in fees\u003c/a> and penalties.\u003c/p>\n\u003cp>Economic justice advocates in the Bay Area want to change that.\u003c/p>\n\u003cp>Having been on the receiving end of this extreme system of late payments and penalties (and eventual vehicle registration hold), I can attest to the fact that these charges can pile up ridiculously fast.\u003c/p>\n\u003cp>Fortunately, \u003ca href=\"https://www.spur.org/publications/spur-report/2021-11-04/bridging-gap\">SPUR has shined a spotlight on the overly punitive toll collections system\u003c/a> (one that predominantly affects lower-income drivers) and the Bay Area Toll Authority (BATA) recently voted to reduce late fees and fines.\u003c/p>\n\u003cp>As for those of you who already have tens of thousands of dollars in toll debt … BATA is still working on that.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cem>This story contains a \u003ca href=\"#correction\">correction\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>A new report from a Bay Area public policy group is calling for a major overhaul of the region’s system of penalties for late payment of bridge tolls — one that economic justice advocates say has become a debt trap for thousands of Bay Area drivers.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Rio Scharf, attorney with the Lawyers' Committee for Civil Rights of the San Francisco Bay Area\"]‘For people who lack the funds to pay, they are hit with enormous financial penalties that punish them at a rate that is really pretty exceptional, even compared to how we punish people for failure to pay in the traffic court system or the criminal court system.’[/pullquote]\u003ca href=\"https://www.spur.org/publications/spur-report/2021-11-04/bridging-gap\">The report from SPUR, a San Francisco urban planning research organization\u003c/a>, analyzes a system that mails out millions of violation notices each year, many of which never get to the drivers they’re addressed to.\u003c/p>\n\u003cp>The system has left some motorists facing the possibility that what may start out as a handful of unpaid $6 tolls can metastasize into hundreds or even thousands of dollars in fees and penalties they have little hope of paying — and which can lead to their vehicle registrations getting blocked.\u003c/p>\n\u003cp>“They’re pushing me into bankruptcy, basically,” said Kelly Cadwallader, an Alameda resident facing a bill of over $30,000 — more than 90% of it in penalties. “It’s inevitable at this point, because they’re not letting me make a deal.”\u003c/p>\n\u003ch3>Lower-income drivers bear heaviest burden\u003c/h3>\n\u003cp>The SPUR study, “Bridging the Gap,” finds the biggest debt burden tends to fall on lower-income drivers and Bay Area neighborhoods with substantial populations of people of color and non-English-speaking residents.\u003c/p>\n\u003cp>Jacob Denney, SPUR’s economic justice policy director and one of the report’s authors, said breaking down 2019 toll penalty data by ZIP code shows that “our lowest-income communities and our most diverse communities were the ones who are disproportionately receiving toll violations. We’re talking about per capita rates of more than one toll violation per person living there.”\u003c/p>\n\u003cfigure id=\"attachment_11895607\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11895607\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3.png\" alt=\"\" width=\"2000\" height=\"1502\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/map_fig-3.png 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/map_fig-3-800x601.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/map_fig-3-1020x766.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/map_fig-3-160x120.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/map_fig-3-1536x1154.png 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/map_fig-3-1920x1442.png 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">This map shows the rate of violations per capita by Bay Area ZIP code, as compared to poverty rates by ZIP code. The SPUR study found that lower-income communities in the Bay Area have much higher rates of unpaid tolls than wealthier ZIP codes. Source: MTC toll violation data and the Census Bureau’s 2019 American Community Survey five-year estimates. \u003ccite>(SPUR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Among the communities cited in the SPUR report and in a parallel Metropolitan Transportation Commission analysis as having high levels of violations are parts of Oakland, Richmond, Vallejo, Pittsburg, Antioch and San Francisco’s Bayview-Hunters Point neighborhood.\u003c/p>\n\u003ch3>\u003cstrong>Not much cash recovered\u003c/strong>\u003c/h3>\n\u003cp>The SPUR report also finds that the penalties, administered by the \u003ca href=\"https://www.bayareafastrak.org/en/home/index.shtml\" target=\"_blank\" rel=\"noopener noreferrer\">FasTrak\u003c/a> toll collection system, are largely ineffective at getting drivers to pay tolls they’ve missed.\u003c/p>\n\u003cp>MTC statistics show that just 12% of the 5.1 million “second notice” violations issued between Jan. 1 and Aug. 31, 2021 — which carry the maximum penalty of $70, plus the original $6 toll — were actually paid.\u003c/p>\n\u003cp>Rio Scharf, an attorney with the Lawyers’ Committee for Civil Rights of the San Francisco Bay Area, who represents Cadwallader and other clients facing similar debt burdens, characterizes the system as “high pain and low gain.”\u003c/p>\n\u003cp>“It results in very little additional revenue, but it causes a variety of pretty severe consequences for the people that it does impact,” Scharf said. “… For people who lack the funds to pay, they are hit with enormous financial penalties that punish them at a rate that is really pretty exceptional, even compared to how we punish people for failure to pay in the traffic court system or the criminal court system.”\u003c/p>\n\u003cp>The SPUR report comes as the MTC and the Bay Area Toll Authority, or BATA, an MTC sister agency that manages toll revenue and FasTrak, have taken the first steps to lighten the burden of toll penalties. As part of a new equity action plan adopted earlier this year, BATA recently voted to sharply cut late-payment fines and fees and take other steps, such as reducing the cost of getting and using a FasTrak toll tag.\u003c/p>\n\u003cp>This week, a BATA committee will discuss further steps, such as how to create payment plans for those with high levels of toll debt.\u003c/p>\n\u003cp>Under a series of measures approved by Bay Area voters over the last three decades, bridge tolls pay for ongoing maintenance of the region’s \u003ca href=\"https://511.org/driving/bridges\" target=\"_blank\" rel=\"noopener noreferrer\">seven state-owned bridges\u003c/a> and serve as a source of funding for billions of dollars of other highway, transit and transportation needs around the region. Toll penalties have been imposed, in large part, to guarantee revenue needed to repay bonds issued to fund those projects.\u003c/p>\n\u003ch3>The penalty system\u003c/h3>\n\u003cp>The penalty system works like this: When drivers cross one of those seven bridges, they’re charged a $6 toll. Drivers can pay with a FasTrak toll tag or a FasTrak license plate account, both of which require registration and a prepaid balance.\u003c/p>\n\u003cp>If drivers don’t have a FasTrak account set up, cameras capture their license plate numbers and send an invoice to each vehicle’s registered address. (When this cashless toll system took effect at the beginning of the pandemic in March 2020, every crossing generated a separate invoice, resulting in a blizzard of notices sent to non-FasTrak users. Now, the system generates just one invoice per vehicle per month.)\u003c/p>\n\u003cp>Drivers currently have three weeks to pay their toll invoices. But under the system that had been in place before the recent BATA changes, failure to pay on time would result in a $25 penalty for each bridge crossing on the invoice. For example, paying late for 10 bridge trips would result in $250 in late penalties plus the original $60 in tolls owed, for a total of $310.[aside label=\"Related Stories\" postID=\"news_11868435,news_11807874\"]If that bill were to remain unpaid for 60 days after the first notice, drivers would get a “second notice of delinquent toll evasion,” and FasTrak would tack on an extra $45 per crossing — adding up to an additional $450 in penalties for 10 bridge trips, or $760 in all.\u003c/p>\n\u003cp>At that point, if the bill still remained unpaid, FasTrak could turn the account over to a collection agency or to the DMV for a registration hold.\u003c/p>\n\u003cp>BATA’s new policy cuts the first-notice fee from $25 to $5 per crossing, with second-notice fees dropping from $45 to $10, for a total of $15 in penalties. In the 10-trip example, that would drop the total owed in tolls and penalties to $210 for those who incurred second violation notices — still more than three times the original toll. The new fee schedule is retroactive to Jan. 1, 2021. FasTrak will issue refunds to those who paid penalties this year at the former higher levels.\u003c/p>\n\u003cp>The new policy does not cover the Golden Gate Bridge, \u003ca href=\"https://www.goldengate.org/\">which is owned and operated by a separate transportation district\u003c/a> and uses the FasTrak toll collection system with the higher penalties in force. That district says it’s “evaluating options and impacts associated with reducing the penalties for unpaid tolls.”\u003c/p>\n\u003cp>FasTrak monitors license plates, not individual drivers, so it’s hard to say with any certainty how many people may be buried in toll debt. But MTC statistics show that between Jan. 1 and Aug. 31, 2021, 6,000 vehicles had racked up 75 or more unpaid tolls. The minimum total due for each of those vehicles, including added penalties for failure to pay on time. would be $5,700.\u003c/p>\n\u003cp>Bills that high, or even higher, are not hypothetical. Public commenters at BATA meetings last month testified to bills that have reached into the tens of thousands of dollars.\u003c/p>\n\u003ch3>‘A Kafkaesque bureaucracy’\u003c/h3>\n\u003cp>Paul Briley, who lives in the East Bay, told the panel that his troubles started when Caltrans pulled toll collectors from the bridge at the start of the pandemic. Since then, he said, FasTrak violation notices were sent to his old address rather than his current post office box listed with the DMV, with $588 in missed tolls mushrooming to a debt of more than $6,500.\u003c/p>\n\u003cp>“I have a reputation for paying my dues,” Briley said. “If there was still a person in the booth, I would have paid my dues … whereas now I have to come and find you and pay you your money. And if I don’t have your money, you’re telling me you want 10 times the amount.”\u003c/p>\n\u003cp>Kelly Cadwallader, the Alameda resident, said $2,500 in missed toll payments for her have ballooned to $31,000 in penalties. FasTrak has sent her case to the DMV, she said, which has since blocked her vehicle registration.\u003c/p>\n\u003cp>“A lot of this is my fault,” Cadwallader said in an interview last week. She said she racked up the unpaid tolls — which date back to before the pandemic and aren’t eligible for the lower fees BATA just approved — during a period where she had lost steady employment and was working as a gig driver to make ends meet. A single parent, she said the sheer scale of the debt leaves her with few options.\u003c/p>\n\u003cp>“What am I going to do?” she asked. “I’m going to be forced into bankruptcy.”\u003c/p>\n\u003cp>Cadwallader’s inability to register her vehicle makes her situation even more precarious.\u003c/p>\n\u003cp>“I’m driving a car that can be taken away from me at any time, a 2015 Honda Civic that I have two more payments on,” she said. “At any moment, any time now, I could be pulled over and that car can just be taken away from me and it’ll be gone.”\u003c/p>\n\u003cp>Scharf, Cadwallader’s attorney, said the process of trying to work with FasTrak to get penalties reduced or to have clients pay off the original tolls they missed is also flawed.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Anne Stuhldreher, director of San Francisco's Financial Justice Project\"]‘I think it’s really important to keep in mind who’s going over the bridge these days. It’s not people like me who can often work from home. It’s essential workers.’[/pullquote]“I have multiple clients where we said, ‘Let me pay you, please let me pay you the tolls. But as long as you’re charging me $70 penalties on each toll, I am not in a position to pay off my complete balance,'” Scharf said.\u003c/p>\n\u003cp>“It’s a Kafkaesque bureaucracy — each person you talk to has a different understanding of what the policies are,” he said. “Some people believe that there’s payment plans available. Some people believe that you can get fines and penalties reduced at least once in your lifetime. Other people are very supportive and helpful with trying to reduce people’s outstanding balance. But the penalty structure that exists is ineffective because it prevents many people from making the base payments.”\u003c/p>\n\u003cp>Denney from SPUR, and others who have examined the impact of toll penalties on lower-income drivers, say they welcome BATA’s vote to reduce fines, but argue that reforms need to go much further. Among other problems they say BATA needs to address are making the FasTrak billing and notification system more reliable and creating payment plans for those who need more time to pay their accumulated tolls.\u003c/p>\n\u003cp>“I think chief on that list for me is establishing a payment plan for people for both unpaid fines and unpaid tolls,” Denney said. “So people can pay over time what they owe in a way that’s realistic for them.”\u003c/p>\n\u003cp>He says FasTrak can borrow from other agencies to improve its notification system. “We have great evidence from other states and places where they do everything, where you get a text, an app notification, an email and a mailed letter every time you pass a toll bridge,” he said. “I would love to see them building on that.”\u003c/p>\n\u003ch3>No relief for lower-income drivers\u003c/h3>\n\u003cp>Those types of changes are also top priorities for Anne Stuhldreher, who heads San Francisco’s \u003ca href=\"https://sfgov.org/financialjustice/\" target=\"_blank\" rel=\"noopener noreferrer\">Financial Justice Project\u003c/a>, a city-funded office aimed at reducing the impact of government-imposed fees and fines on residents with lower incomes and communities of color.\u003c/p>\n\u003cp>“Right now, there’s no payment plan offered,” Stuhldreher said. “So if someone misses these [violation] notices, what they owe can add up quite quickly and exceed their ability to pay it. … There’s no relief option for people with low incomes.”\u003c/p>\n\u003cp>She says even the reduced penalties weigh heavily on drivers with lower incomes.\u003c/p>\n\u003cp>“I think it’s really important to keep in mind who’s going over the bridge these days,” Stuhldreher said. “It’s not people like me who can often work from home. It’s essential workers. It’s people who are working at schools or working in hospitals, it’s service workers. That’s really who these penalties are hitting right now.”\u003c/p>\n\u003cp>In addition to recommending the use of payment plans for toll debt and improving the system of violation notices, the SPUR report calls on BATA to grant amnesty on all existing toll debts; cut fines to a maximum of $3 per violation; limit the total fine imposed against each driver to a maximum of $100; end the use of DMV holds and collection agencies; and develop a system of discount tolls for drivers with low incomes.\u003c/p>\n\u003ch3>‘An issue of fairness’\u003c/h3>\n\u003cp>John Goodwin, a spokesperson for BATA and the MTC, said the evolving FasTrak equity plan is trying to address the fact that toll debt “falls disproportionately on people of lesser means.” He said one challenge is doing that while meeting the bridge agency’s obligation to bondholders and not letting those who would have no problem paying but simply refuse to off the hook.\u003c/p>\n\u003cp>“It’s an issue of fairness, that we’re all in this together,” Goodwin said. “There are some folks who just don’t want to play by the rules and we need to have mechanisms in place.”\u003c/p>\n\u003cp>Nick Josefowitz, the MTC’s vice chair and SPUR’s chief policy officer, said there should be “no tolerance” for drivers who are simply taking advantage of the toll payment system to get free rides across the bridges.\u003c/p>\n\u003cp>“But we can’t create a system which is only designed for them and ends up creating huge, additional, disproportionate burdens to low-income people. … Government agencies shouldn’t be driving people into poverty because of mistakes they’ve made, especially mistakes that are so small, like forgetting to pay a toll or not updating their address at the DMV.”\u003c/p>\n\u003cp>\u003ca id=\"correction\">\u003c/a>\u003cem>Nov. 17: This story has been edited to correct the revised toll penalty schedule adopted by the Bay Area Toll Authority in October 2021. BATA’s new policy cuts the fee for the first notice of a late toll payment from $25 to $5 per crossing, with second-notice fees dropping from $45 to $10, for a total of $15 in penalties per crossing.\u003c/em> \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"title": "'High Pain, Low Gain': How Bridge Toll Penalties Pile Debt on Lower-Income Drivers | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>This story contains a \u003ca href=\"#correction\">correction\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>A new report from a Bay Area public policy group is calling for a major overhaul of the region’s system of penalties for late payment of bridge tolls — one that economic justice advocates say has become a debt trap for thousands of Bay Area drivers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "‘For people who lack the funds to pay, they are hit with enormous financial penalties that punish them at a rate that is really pretty exceptional, even compared to how we punish people for failure to pay in the traffic court system or the criminal court system.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003ca href=\"https://www.spur.org/publications/spur-report/2021-11-04/bridging-gap\">The report from SPUR, a San Francisco urban planning research organization\u003c/a>, analyzes a system that mails out millions of violation notices each year, many of which never get to the drivers they’re addressed to.\u003c/p>\n\u003cp>The system has left some motorists facing the possibility that what may start out as a handful of unpaid $6 tolls can metastasize into hundreds or even thousands of dollars in fees and penalties they have little hope of paying — and which can lead to their vehicle registrations getting blocked.\u003c/p>\n\u003cp>“They’re pushing me into bankruptcy, basically,” said Kelly Cadwallader, an Alameda resident facing a bill of over $30,000 — more than 90% of it in penalties. “It’s inevitable at this point, because they’re not letting me make a deal.”\u003c/p>\n\u003ch3>Lower-income drivers bear heaviest burden\u003c/h3>\n\u003cp>The SPUR study, “Bridging the Gap,” finds the biggest debt burden tends to fall on lower-income drivers and Bay Area neighborhoods with substantial populations of people of color and non-English-speaking residents.\u003c/p>\n\u003cp>Jacob Denney, SPUR’s economic justice policy director and one of the report’s authors, said breaking down 2019 toll penalty data by ZIP code shows that “our lowest-income communities and our most diverse communities were the ones who are disproportionately receiving toll violations. We’re talking about per capita rates of more than one toll violation per person living there.”\u003c/p>\n\u003cfigure id=\"attachment_11895607\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11895607\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/map_fig-3.png\" alt=\"\" width=\"2000\" height=\"1502\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/map_fig-3.png 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/map_fig-3-800x601.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/map_fig-3-1020x766.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/map_fig-3-160x120.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/map_fig-3-1536x1154.png 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/map_fig-3-1920x1442.png 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">This map shows the rate of violations per capita by Bay Area ZIP code, as compared to poverty rates by ZIP code. The SPUR study found that lower-income communities in the Bay Area have much higher rates of unpaid tolls than wealthier ZIP codes. Source: MTC toll violation data and the Census Bureau’s 2019 American Community Survey five-year estimates. \u003ccite>(SPUR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Among the communities cited in the SPUR report and in a parallel Metropolitan Transportation Commission analysis as having high levels of violations are parts of Oakland, Richmond, Vallejo, Pittsburg, Antioch and San Francisco’s Bayview-Hunters Point neighborhood.\u003c/p>\n\u003ch3>\u003cstrong>Not much cash recovered\u003c/strong>\u003c/h3>\n\u003cp>The SPUR report also finds that the penalties, administered by the \u003ca href=\"https://www.bayareafastrak.org/en/home/index.shtml\" target=\"_blank\" rel=\"noopener noreferrer\">FasTrak\u003c/a> toll collection system, are largely ineffective at getting drivers to pay tolls they’ve missed.\u003c/p>\n\u003cp>MTC statistics show that just 12% of the 5.1 million “second notice” violations issued between Jan. 1 and Aug. 31, 2021 — which carry the maximum penalty of $70, plus the original $6 toll — were actually paid.\u003c/p>\n\u003cp>Rio Scharf, an attorney with the Lawyers’ Committee for Civil Rights of the San Francisco Bay Area, who represents Cadwallader and other clients facing similar debt burdens, characterizes the system as “high pain and low gain.”\u003c/p>\n\u003cp>“It results in very little additional revenue, but it causes a variety of pretty severe consequences for the people that it does impact,” Scharf said. “… For people who lack the funds to pay, they are hit with enormous financial penalties that punish them at a rate that is really pretty exceptional, even compared to how we punish people for failure to pay in the traffic court system or the criminal court system.”\u003c/p>\n\u003cp>The SPUR report comes as the MTC and the Bay Area Toll Authority, or BATA, an MTC sister agency that manages toll revenue and FasTrak, have taken the first steps to lighten the burden of toll penalties. As part of a new equity action plan adopted earlier this year, BATA recently voted to sharply cut late-payment fines and fees and take other steps, such as reducing the cost of getting and using a FasTrak toll tag.\u003c/p>\n\u003cp>This week, a BATA committee will discuss further steps, such as how to create payment plans for those with high levels of toll debt.\u003c/p>\n\u003cp>Under a series of measures approved by Bay Area voters over the last three decades, bridge tolls pay for ongoing maintenance of the region’s \u003ca href=\"https://511.org/driving/bridges\" target=\"_blank\" rel=\"noopener noreferrer\">seven state-owned bridges\u003c/a> and serve as a source of funding for billions of dollars of other highway, transit and transportation needs around the region. Toll penalties have been imposed, in large part, to guarantee revenue needed to repay bonds issued to fund those projects.\u003c/p>\n\u003ch3>The penalty system\u003c/h3>\n\u003cp>The penalty system works like this: When drivers cross one of those seven bridges, they’re charged a $6 toll. Drivers can pay with a FasTrak toll tag or a FasTrak license plate account, both of which require registration and a prepaid balance.\u003c/p>\n\u003cp>If drivers don’t have a FasTrak account set up, cameras capture their license plate numbers and send an invoice to each vehicle’s registered address. (When this cashless toll system took effect at the beginning of the pandemic in March 2020, every crossing generated a separate invoice, resulting in a blizzard of notices sent to non-FasTrak users. Now, the system generates just one invoice per vehicle per month.)\u003c/p>\n\u003cp>Drivers currently have three weeks to pay their toll invoices. But under the system that had been in place before the recent BATA changes, failure to pay on time would result in a $25 penalty for each bridge crossing on the invoice. For example, paying late for 10 bridge trips would result in $250 in late penalties plus the original $60 in tolls owed, for a total of $310.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>If that bill were to remain unpaid for 60 days after the first notice, drivers would get a “second notice of delinquent toll evasion,” and FasTrak would tack on an extra $45 per crossing — adding up to an additional $450 in penalties for 10 bridge trips, or $760 in all.\u003c/p>\n\u003cp>At that point, if the bill still remained unpaid, FasTrak could turn the account over to a collection agency or to the DMV for a registration hold.\u003c/p>\n\u003cp>BATA’s new policy cuts the first-notice fee from $25 to $5 per crossing, with second-notice fees dropping from $45 to $10, for a total of $15 in penalties. In the 10-trip example, that would drop the total owed in tolls and penalties to $210 for those who incurred second violation notices — still more than three times the original toll. The new fee schedule is retroactive to Jan. 1, 2021. FasTrak will issue refunds to those who paid penalties this year at the former higher levels.\u003c/p>\n\u003cp>The new policy does not cover the Golden Gate Bridge, \u003ca href=\"https://www.goldengate.org/\">which is owned and operated by a separate transportation district\u003c/a> and uses the FasTrak toll collection system with the higher penalties in force. That district says it’s “evaluating options and impacts associated with reducing the penalties for unpaid tolls.”\u003c/p>\n\u003cp>FasTrak monitors license plates, not individual drivers, so it’s hard to say with any certainty how many people may be buried in toll debt. But MTC statistics show that between Jan. 1 and Aug. 31, 2021, 6,000 vehicles had racked up 75 or more unpaid tolls. The minimum total due for each of those vehicles, including added penalties for failure to pay on time. would be $5,700.\u003c/p>\n\u003cp>Bills that high, or even higher, are not hypothetical. Public commenters at BATA meetings last month testified to bills that have reached into the tens of thousands of dollars.\u003c/p>\n\u003ch3>‘A Kafkaesque bureaucracy’\u003c/h3>\n\u003cp>Paul Briley, who lives in the East Bay, told the panel that his troubles started when Caltrans pulled toll collectors from the bridge at the start of the pandemic. Since then, he said, FasTrak violation notices were sent to his old address rather than his current post office box listed with the DMV, with $588 in missed tolls mushrooming to a debt of more than $6,500.\u003c/p>\n\u003cp>“I have a reputation for paying my dues,” Briley said. “If there was still a person in the booth, I would have paid my dues … whereas now I have to come and find you and pay you your money. And if I don’t have your money, you’re telling me you want 10 times the amount.”\u003c/p>\n\u003cp>Kelly Cadwallader, the Alameda resident, said $2,500 in missed toll payments for her have ballooned to $31,000 in penalties. FasTrak has sent her case to the DMV, she said, which has since blocked her vehicle registration.\u003c/p>\n\u003cp>“A lot of this is my fault,” Cadwallader said in an interview last week. She said she racked up the unpaid tolls — which date back to before the pandemic and aren’t eligible for the lower fees BATA just approved — during a period where she had lost steady employment and was working as a gig driver to make ends meet. A single parent, she said the sheer scale of the debt leaves her with few options.\u003c/p>\n\u003cp>“What am I going to do?” she asked. “I’m going to be forced into bankruptcy.”\u003c/p>\n\u003cp>Cadwallader’s inability to register her vehicle makes her situation even more precarious.\u003c/p>\n\u003cp>“I’m driving a car that can be taken away from me at any time, a 2015 Honda Civic that I have two more payments on,” she said. “At any moment, any time now, I could be pulled over and that car can just be taken away from me and it’ll be gone.”\u003c/p>\n\u003cp>Scharf, Cadwallader’s attorney, said the process of trying to work with FasTrak to get penalties reduced or to have clients pay off the original tolls they missed is also flawed.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "‘I think it’s really important to keep in mind who’s going over the bridge these days. It’s not people like me who can often work from home. It’s essential workers.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“I have multiple clients where we said, ‘Let me pay you, please let me pay you the tolls. But as long as you’re charging me $70 penalties on each toll, I am not in a position to pay off my complete balance,'” Scharf said.\u003c/p>\n\u003cp>“It’s a Kafkaesque bureaucracy — each person you talk to has a different understanding of what the policies are,” he said. “Some people believe that there’s payment plans available. Some people believe that you can get fines and penalties reduced at least once in your lifetime. Other people are very supportive and helpful with trying to reduce people’s outstanding balance. But the penalty structure that exists is ineffective because it prevents many people from making the base payments.”\u003c/p>\n\u003cp>Denney from SPUR, and others who have examined the impact of toll penalties on lower-income drivers, say they welcome BATA’s vote to reduce fines, but argue that reforms need to go much further. Among other problems they say BATA needs to address are making the FasTrak billing and notification system more reliable and creating payment plans for those who need more time to pay their accumulated tolls.\u003c/p>\n\u003cp>“I think chief on that list for me is establishing a payment plan for people for both unpaid fines and unpaid tolls,” Denney said. “So people can pay over time what they owe in a way that’s realistic for them.”\u003c/p>\n\u003cp>He says FasTrak can borrow from other agencies to improve its notification system. “We have great evidence from other states and places where they do everything, where you get a text, an app notification, an email and a mailed letter every time you pass a toll bridge,” he said. “I would love to see them building on that.”\u003c/p>\n\u003ch3>No relief for lower-income drivers\u003c/h3>\n\u003cp>Those types of changes are also top priorities for Anne Stuhldreher, who heads San Francisco’s \u003ca href=\"https://sfgov.org/financialjustice/\" target=\"_blank\" rel=\"noopener noreferrer\">Financial Justice Project\u003c/a>, a city-funded office aimed at reducing the impact of government-imposed fees and fines on residents with lower incomes and communities of color.\u003c/p>\n\u003cp>“Right now, there’s no payment plan offered,” Stuhldreher said. “So if someone misses these [violation] notices, what they owe can add up quite quickly and exceed their ability to pay it. … There’s no relief option for people with low incomes.”\u003c/p>\n\u003cp>She says even the reduced penalties weigh heavily on drivers with lower incomes.\u003c/p>\n\u003cp>“I think it’s really important to keep in mind who’s going over the bridge these days,” Stuhldreher said. “It’s not people like me who can often work from home. It’s essential workers. It’s people who are working at schools or working in hospitals, it’s service workers. That’s really who these penalties are hitting right now.”\u003c/p>\n\u003cp>In addition to recommending the use of payment plans for toll debt and improving the system of violation notices, the SPUR report calls on BATA to grant amnesty on all existing toll debts; cut fines to a maximum of $3 per violation; limit the total fine imposed against each driver to a maximum of $100; end the use of DMV holds and collection agencies; and develop a system of discount tolls for drivers with low incomes.\u003c/p>\n\u003ch3>‘An issue of fairness’\u003c/h3>\n\u003cp>John Goodwin, a spokesperson for BATA and the MTC, said the evolving FasTrak equity plan is trying to address the fact that toll debt “falls disproportionately on people of lesser means.” He said one challenge is doing that while meeting the bridge agency’s obligation to bondholders and not letting those who would have no problem paying but simply refuse to off the hook.\u003c/p>\n\u003cp>“It’s an issue of fairness, that we’re all in this together,” Goodwin said. “There are some folks who just don’t want to play by the rules and we need to have mechanisms in place.”\u003c/p>\n\u003cp>Nick Josefowitz, the MTC’s vice chair and SPUR’s chief policy officer, said there should be “no tolerance” for drivers who are simply taking advantage of the toll payment system to get free rides across the bridges.\u003c/p>\n\u003cp>“But we can’t create a system which is only designed for them and ends up creating huge, additional, disproportionate burdens to low-income people. … Government agencies shouldn’t be driving people into poverty because of mistakes they’ve made, especially mistakes that are so small, like forgetting to pay a toll or not updating their address at the DMV.”\u003c/p>\n\u003cp>\u003ca id=\"correction\">\u003c/a>\u003cem>Nov. 17: This story has been edited to correct the revised toll penalty schedule adopted by the Bay Area Toll Authority in October 2021. BATA’s new policy cuts the fee for the first notice of a late toll payment from $25 to $5 per crossing, with second-notice fees dropping from $45 to $10, for a total of $15 in penalties per crossing.\u003c/em> \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>BART's Board of Directors approved a policy Thursday that will require transit agency employees to be vaccinated against COVID-19 by mid-December.\u003c/p>\n\u003cp>The policy — sponsored by board members Rebecca Saltzman, Lateefah Simon, Bevan Dufty and Janice Li — directs BART General Manager Robert Powers to negotiate details of the vaccination requirement with the agency's labor unions.\u003c/p>\n\u003cp>\"By adopting this policy today, nobody is getting fired tomorrow,\" Li said during Thursday's meeting, following the board's 8-1 vote in favor of the measure. \"No one is being forced to get the vaccine, but this policy states that being vaccinated is a condition of employment.\"\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Janice Li, BART board member\"]'No one is being forced to get the vaccine, but this policy states that being vaccinated is a condition of employment.'[/pullquote]As it currently stands, the policy would cover all employees and board members except those who qualify for exemptions on medical or religious grounds. The measure would also apply to contractors whose employees work on BART property.\u003c/p>\n\u003cp>BART says 833 of its roughly 4,000 employees, or 21% of the workforce, have not yet received COVID-19 shots. Saltzman, who represents a transit district that includes parts of Berkeley and Oakland, said last week that unvaccinated transit workers pose a threat to the health of their colleagues and to riders, and could jeopardize the agency's ability to run reliable train service.\u003c/p>\n\u003cp>Simon, whose district encompasses slices of Contra Costa, Alameda and San Francisco counties, said passing the policy would send a strong message to BART employees and patrons.\u003c/p>\n\u003cp>\"I need them to know, and also the women and men and children connected to our employee circle, that we're doing everything possible to prevent preventable death and hospitalization,\" Simon said at Thursday's board meeting.\u003c/p>\n\u003cp>But a number of public commenters at the meeting, including several who identified themselves as BART police officers, as well as the leader of one of the transit agency's biggest unions, voiced opposition to the policy.\u003c/p>\n\u003cp>John Arantes, president of the BART chapter of SEIU Local 1021, which represents mechanics and custodians, praised the agency for the wide range of measures it has taken to protect workers and riders during the pandemic — including making vaccines available at its larger work sites. But he said the new policy infringes on workers' rights.\u003c/p>\n\u003cp>\"It would be a shame to now take the extreme position to mandate that the workforce be vaccinated and force them to make the choice between losing their jobs or give up their right to freedom of choice,\" Arantes said.\u003c/p>\n\u003cp>He urged the agency to consider other alternatives, including requiring testing for unvaccinated workers. Without such a choice, he said, \"I am very concerned with the district's ability to continue to provide safe service for our patrons.\"\u003c/p>\n\u003cp>The policy approved Thursday does not include an option for frequent testing for those who decline to get vaccinated.\u003c/p>\n\u003cp>Contra Costa board member Debora Allen, who cast the only \"no\" vote on the policy, said she took issue with that lack of flexibility, and argued that the agency should not infringe on its employees' medical decisions.\u003c/p>\n\u003cp>Allen added that she got fully vaccinated this summer after initially being skeptical that the vaccine's protection would be more robust than the antibodies she acquired from contracting the virus.\u003c/p>\n\u003cp>\"I think each person should have the right to research and make their own medical decisions as I did without threats from their employer of losing their job,\" she said. \"So I come down on the side of every person making their own choice as to these medical treatments.\"\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"bart\"]Board President Mark Foley, who represents Antioch and eastern Contra Costa, said he empathizes with those who are hesitant to get the COVID vaccine, noting that he opposed some vaccinations for \"more than a decade\" after his then-1-year-old daughter was diagnosed with autism.\u003c/p>\n\u003cp>But Foley said he and his daughter are now fully vaccinated against COVID-19, adding that he \"allowed science to lead\" in deciding to also have his daughter receive her other scheduled vaccinations when she entered high school.\u003c/p>\n\u003cp>\"I can see where people come from,\" he said. \"I understand. Coming from that perspective, I had doubts, I had concerns. But I also allowed myself to be guided by experts. And I was not the expert, Google was not the expert, fake news was not the expert.\"\u003c/p>\n\u003cp>Foley noted that while there is no testing option in the current policy, it also does not prevent the introduction of such a component during bargaining discussions with Powers and BART's labor unions.\u003c/p>\n\u003cp>\"This policy allows for labor to negotiate over how to protect their members. ... It puts the power in the labor leaders' hands and the general manager to craft a document that helps us move forward,\" he said. \"So I'm going to put my faith in their hands that they can come up with something that meets their needs.\"\u003c/p>\n\u003cp>The BART board vote comes a day after the AC Transit Board of Directors deadlocked, 3-3, on a proposal to require employees to get vaccinated. The agency has said fewer than half of its operators have gotten COVID-19 shots.\u003c/p>\n\u003cp>In San Francisco, Muni employees are included in a policy requiring all city workers to be fully vaccinated by Nov. 1, or face termination. The city's Municipal Transportation Agency said earlier this month that 640 of its employees had either still not been vaccinated or had failed to report their vaccination status.\u003c/p>\n\u003cp>The mass firing of unvaccinated workers would likely force sharp reductions in Muni service, the agency warned.\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED's Dan Brekke and Bay City News.\u003c/em>\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>As it currently stands, the policy would cover all employees and board members except those who qualify for exemptions on medical or religious grounds. The measure would also apply to contractors whose employees work on BART property.\u003c/p>\n\u003cp>BART says 833 of its roughly 4,000 employees, or 21% of the workforce, have not yet received COVID-19 shots. Saltzman, who represents a transit district that includes parts of Berkeley and Oakland, said last week that unvaccinated transit workers pose a threat to the health of their colleagues and to riders, and could jeopardize the agency's ability to run reliable train service.\u003c/p>\n\u003cp>Simon, whose district encompasses slices of Contra Costa, Alameda and San Francisco counties, said passing the policy would send a strong message to BART employees and patrons.\u003c/p>\n\u003cp>\"I need them to know, and also the women and men and children connected to our employee circle, that we're doing everything possible to prevent preventable death and hospitalization,\" Simon said at Thursday's board meeting.\u003c/p>\n\u003cp>But a number of public commenters at the meeting, including several who identified themselves as BART police officers, as well as the leader of one of the transit agency's biggest unions, voiced opposition to the policy.\u003c/p>\n\u003cp>John Arantes, president of the BART chapter of SEIU Local 1021, which represents mechanics and custodians, praised the agency for the wide range of measures it has taken to protect workers and riders during the pandemic — including making vaccines available at its larger work sites. But he said the new policy infringes on workers' rights.\u003c/p>\n\u003cp>\"It would be a shame to now take the extreme position to mandate that the workforce be vaccinated and force them to make the choice between losing their jobs or give up their right to freedom of choice,\" Arantes said.\u003c/p>\n\u003cp>He urged the agency to consider other alternatives, including requiring testing for unvaccinated workers. Without such a choice, he said, \"I am very concerned with the district's ability to continue to provide safe service for our patrons.\"\u003c/p>\n\u003cp>The policy approved Thursday does not include an option for frequent testing for those who decline to get vaccinated.\u003c/p>\n\u003cp>Contra Costa board member Debora Allen, who cast the only \"no\" vote on the policy, said she took issue with that lack of flexibility, and argued that the agency should not infringe on its employees' medical decisions.\u003c/p>\n\u003cp>Allen added that she got fully vaccinated this summer after initially being skeptical that the vaccine's protection would be more robust than the antibodies she acquired from contracting the virus.\u003c/p>\n\u003cp>\"I think each person should have the right to research and make their own medical decisions as I did without threats from their employer of losing their job,\" she said. \"So I come down on the side of every person making their own choice as to these medical treatments.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Board President Mark Foley, who represents Antioch and eastern Contra Costa, said he empathizes with those who are hesitant to get the COVID vaccine, noting that he opposed some vaccinations for \"more than a decade\" after his then-1-year-old daughter was diagnosed with autism.\u003c/p>\n\u003cp>But Foley said he and his daughter are now fully vaccinated against COVID-19, adding that he \"allowed science to lead\" in deciding to also have his daughter receive her other scheduled vaccinations when she entered high school.\u003c/p>\n\u003cp>\"I can see where people come from,\" he said. \"I understand. Coming from that perspective, I had doubts, I had concerns. But I also allowed myself to be guided by experts. And I was not the expert, Google was not the expert, fake news was not the expert.\"\u003c/p>\n\u003cp>Foley noted that while there is no testing option in the current policy, it also does not prevent the introduction of such a component during bargaining discussions with Powers and BART's labor unions.\u003c/p>\n\u003cp>\"This policy allows for labor to negotiate over how to protect their members. ... It puts the power in the labor leaders' hands and the general manager to craft a document that helps us move forward,\" he said. \"So I'm going to put my faith in their hands that they can come up with something that meets their needs.\"\u003c/p>\n\u003cp>The BART board vote comes a day after the AC Transit Board of Directors deadlocked, 3-3, on a proposal to require employees to get vaccinated. The agency has said fewer than half of its operators have gotten COVID-19 shots.\u003c/p>\n\u003cp>In San Francisco, Muni employees are included in a policy requiring all city workers to be fully vaccinated by Nov. 1, or face termination. The city's Municipal Transportation Agency said earlier this month that 640 of its employees had either still not been vaccinated or had failed to report their vaccination status.\u003c/p>\n\u003cp>The mass firing of unvaccinated workers would likely force sharp reductions in Muni service, the agency warned.\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED's Dan Brekke and Bay City News.\u003c/em>\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cp>Every month, about 4 million trips are made across the San Francisco Bay Bridge — making it the busiest bridge in the Bay Area.\u003c/p>\n\u003cp>It’s a beautiful bridge with sweeping views, but driving across it can be harrowing. All those drivers, rushing to their busy lives. It can get a little dicey out there! So you might be relieved to hear this bridge has a secret guardian lurking under the eastern span, keeping us all safe: the Bay Bridge troll.\u003c/p>\n\u003cp>There have been a few trolls on the bridge over the years, but the legend of the first Bay Bridge troll begins in 1989.\u003c/p>\n\u003cp>The Loma Prieta earthquake — a magnitude 6.9 on the Richter scale — collapsed a large section of the upper deck of the Bay Bridge, “and honestly, if the earthquake would have continued for a few more seconds, the entire Eastern span would have collapsed,” said Bart Ney of Caltrans.\u003c/p>\n\u003cp>The repair work was done in about a month.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The contractors and the state were working together out there around the clock, seven days a week,” said Ney. Crews on the bridge worked to install steel pieces fabricated, in part, at a shop in Oakland.\u003c/p>\n\u003cp>Workers from the Oakland shop contacted a local blacksmith and artist named Bill Roan with an idea — to build a gargoyle to protect the repaired bridge section.\u003c/p>\n\u003cp>Roan did his research and found that gargoyles are not typically bridge guardians, so he proposed something a little more useful.\u003c/p>\n\u003ch2>The troll is born\u003c/h2>\n\u003cblockquote>\u003cp>\u003cem>“Who’s that tripping over my bridge?” roared the troll … “Now, I’m coming to gobble you up.” — from “The Three Billy Goats Gruff”\u003c/em>\u003c/p>\u003c/blockquote>\n\u003cp>The connection between trolls and bridges reaches back to the Norwegian fairy tale “The Three Billy Goats Gruff,” published in the 1840s. The tale finds three billy goats trying to cross a bridge under which lives a scary troll. The three goats outsmart the troll to pass. The story was translated into English in the 1850s, and since then, trolls and bridges became inextricably linked in pop culture. As for what a troll actually looks like or does, that changes from culture to culture, bridge to bridge.\u003c/p>\n\u003cp>Roan decided a troll was what the repaired Bay Bridge needed to ward off evil spirits — seismic or supernatural. The result, said Ney, was, “particularly special. It was crafted out of a piece of metal that was from the [collapsed] bridge. Bill said he was trying to make a particularly fierce troll.”\u003c/p>\n\u003cp>Ney said the troll has webbed feet and hands, for swimming. He’s holding “a giant wrench welded into a bolt. And, he has a really long tongue, I mean his tongue is almost as long as half of his body.”\u003c/p>\n\u003cp>One night, under the cover of darkness, “[the troll] was placed on the bridge segment, facing the outside so no one else would really see it,” said Ney. After the retrofit was completed, the troll stayed on the bridge.\u003c/p>\n\u003cp>“Ultimately (the troll) did a good job out there for 24 years because we had no further, bigger earthquakes that impacted the structure,” said Ney.\u003c/p>\n\u003cp>When Caltrans began construction on the new eastern span of the San Francisco-Oakland Bay Bridge in 2002, the troll’s artist, Bill Roan, offered to make a new troll for the new bridge. Ney said they turned him down: “You can’t bring that sort of thing in the front door! This is where we talk about science and technology. That’s magic. The original troll came to Caltrans, we didn’t ask for him, and a new troll would need to be of the same ilk.”\u003c/p>\n\u003cp>No formal plans were made for a new troll. In fact, Caltrans’s official policy was “benign noninterference.” But when the new eastern span opened in 2013, a new, slightly taller troll was unveiled one night. Perched high atop a pier, the 2-foot troll is made of solid steel. He’s got a beard and tools in his hands.\u003c/p>\n\u003ch2>Finding the troll\u003c/h2>\n\u003cp>https://twitter.com/realchrisjbeale/status/1448421406631292928?t=Ud8Cy-cZn2nY-479Mp0V_g&s=19\u003c/p>\n\u003cp> \u003c/p>\n\u003cfigure id=\"attachment_11892166\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11892166 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/20210929_121734-800x600.jpeg\" alt=\"A view of painted white iron beams, with one metal figurine of a troll on a lower level in shadow, and a white-painted one in the light.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121734-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121734-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121734-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121734-1536x1152.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121734.jpeg 1890w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">When searching for the Bay Bridge troll, you’ll find that there are at least two on the bridge. The lower troll is considered “the” troll. \u003ccite>(Christopher Beale/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Head out onto the \u003ca href=\"https://511.org/biking/bay-bridge-trail\">Bay Bridge Trail\u003c/a>, a few miles in, \u003ca href=\"https://maps.app.goo.gl/WSghR5uRTkX3w5rn8\">where the cable connects to the bridge deck\u003c/a>, look down under the roadway, and you’ll spot the modern Bay Bridge troll in the shadows, spinning magic to this day.\u003c/p>\n\u003cfigure id=\"attachment_11892167\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11892167 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/20210929_121724-800x600.jpeg\" alt=\"An angular dark metal figurine with legs and arms, holding tools, its feet affixed to the cement below it.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121724-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121724-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121724-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121724-1536x1152.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121724.jpeg 1890w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The troll is always in shadow. Apparently trolls don’t like the sun. \u003ccite>(Christopher Beale/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The original troll, from the old bridge, now lives in retirement at the Caltrans office in Oakland, where Ney said the troll never allows himself to be forgotten.\u003c/p>\n\u003cp>“I’ll be dead and gone and people will still be talking about the troll,” Ney said. “Every time I get off the elevator and I see him there, I just have to give him a wink. I never miss him.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If you’d like to visit the original troll, visit him at the Caltrans office at 111 Grand Ave. in Oakland, California.\u003c/p>\n\u003cfigure id=\"attachment_11892168\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11892168 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/20210930_095400-800x600.jpeg\" alt=\"A smiling man in a black jacket and black pants poses in front of a glass case that hold a metal figurine of a fairly human-looking troll.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210930_095400-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210930_095400-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210930_095400-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210930_095400-1536x1152.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210930_095400.jpeg 1890w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Talking about the troll can be a bit of an annoyance for Bart Ney, the chief of public affairs at Caltrans District 4. But he admits that he gives the troll a wink every time he gets off the elevator. \u003ccite>(Christopher Beale/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Every month, about 4 million trips are made across the San Francisco Bay Bridge — making it the busiest bridge in the Bay Area.\u003c/p>\n\u003cp>It’s a beautiful bridge with sweeping views, but driving across it can be harrowing. All those drivers, rushing to their busy lives. It can get a little dicey out there! So you might be relieved to hear this bridge has a secret guardian lurking under the eastern span, keeping us all safe: the Bay Bridge troll.\u003c/p>\n\u003cp>There have been a few trolls on the bridge over the years, but the legend of the first Bay Bridge troll begins in 1989.\u003c/p>\n\u003cp>The Loma Prieta earthquake — a magnitude 6.9 on the Richter scale — collapsed a large section of the upper deck of the Bay Bridge, “and honestly, if the earthquake would have continued for a few more seconds, the entire Eastern span would have collapsed,” said Bart Ney of Caltrans.\u003c/p>\n\u003cp>The repair work was done in about a month.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The contractors and the state were working together out there around the clock, seven days a week,” said Ney. Crews on the bridge worked to install steel pieces fabricated, in part, at a shop in Oakland.\u003c/p>\n\u003cp>Workers from the Oakland shop contacted a local blacksmith and artist named Bill Roan with an idea — to build a gargoyle to protect the repaired bridge section.\u003c/p>\n\u003cp>Roan did his research and found that gargoyles are not typically bridge guardians, so he proposed something a little more useful.\u003c/p>\n\u003ch2>The troll is born\u003c/h2>\n\u003cblockquote>\u003cp>\u003cem>“Who’s that tripping over my bridge?” roared the troll … “Now, I’m coming to gobble you up.” — from “The Three Billy Goats Gruff”\u003c/em>\u003c/p>\u003c/blockquote>\n\u003cp>The connection between trolls and bridges reaches back to the Norwegian fairy tale “The Three Billy Goats Gruff,” published in the 1840s. The tale finds three billy goats trying to cross a bridge under which lives a scary troll. The three goats outsmart the troll to pass. The story was translated into English in the 1850s, and since then, trolls and bridges became inextricably linked in pop culture. As for what a troll actually looks like or does, that changes from culture to culture, bridge to bridge.\u003c/p>\n\u003cp>Roan decided a troll was what the repaired Bay Bridge needed to ward off evil spirits — seismic or supernatural. The result, said Ney, was, “particularly special. It was crafted out of a piece of metal that was from the [collapsed] bridge. Bill said he was trying to make a particularly fierce troll.”\u003c/p>\n\u003cp>Ney said the troll has webbed feet and hands, for swimming. He’s holding “a giant wrench welded into a bolt. And, he has a really long tongue, I mean his tongue is almost as long as half of his body.”\u003c/p>\n\u003cp>One night, under the cover of darkness, “[the troll] was placed on the bridge segment, facing the outside so no one else would really see it,” said Ney. After the retrofit was completed, the troll stayed on the bridge.\u003c/p>\n\u003cp>“Ultimately (the troll) did a good job out there for 24 years because we had no further, bigger earthquakes that impacted the structure,” said Ney.\u003c/p>\n\u003cp>When Caltrans began construction on the new eastern span of the San Francisco-Oakland Bay Bridge in 2002, the troll’s artist, Bill Roan, offered to make a new troll for the new bridge. Ney said they turned him down: “You can’t bring that sort of thing in the front door! This is where we talk about science and technology. That’s magic. The original troll came to Caltrans, we didn’t ask for him, and a new troll would need to be of the same ilk.”\u003c/p>\n\u003cp>No formal plans were made for a new troll. In fact, Caltrans’s official policy was “benign noninterference.” But when the new eastern span opened in 2013, a new, slightly taller troll was unveiled one night. Perched high atop a pier, the 2-foot troll is made of solid steel. He’s got a beard and tools in his hands.\u003c/p>\n\u003ch2>Finding the troll\u003c/h2>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp> \u003c/p>\n\u003cfigure id=\"attachment_11892166\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11892166 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/20210929_121734-800x600.jpeg\" alt=\"A view of painted white iron beams, with one metal figurine of a troll on a lower level in shadow, and a white-painted one in the light.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121734-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121734-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121734-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121734-1536x1152.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121734.jpeg 1890w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">When searching for the Bay Bridge troll, you’ll find that there are at least two on the bridge. The lower troll is considered “the” troll. \u003ccite>(Christopher Beale/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Head out onto the \u003ca href=\"https://511.org/biking/bay-bridge-trail\">Bay Bridge Trail\u003c/a>, a few miles in, \u003ca href=\"https://maps.app.goo.gl/WSghR5uRTkX3w5rn8\">where the cable connects to the bridge deck\u003c/a>, look down under the roadway, and you’ll spot the modern Bay Bridge troll in the shadows, spinning magic to this day.\u003c/p>\n\u003cfigure id=\"attachment_11892167\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11892167 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/20210929_121724-800x600.jpeg\" alt=\"An angular dark metal figurine with legs and arms, holding tools, its feet affixed to the cement below it.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121724-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121724-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121724-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121724-1536x1152.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210929_121724.jpeg 1890w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The troll is always in shadow. Apparently trolls don’t like the sun. \u003ccite>(Christopher Beale/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The original troll, from the old bridge, now lives in retirement at the Caltrans office in Oakland, where Ney said the troll never allows himself to be forgotten.\u003c/p>\n\u003cp>“I’ll be dead and gone and people will still be talking about the troll,” Ney said. “Every time I get off the elevator and I see him there, I just have to give him a wink. I never miss him.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If you’d like to visit the original troll, visit him at the Caltrans office at 111 Grand Ave. in Oakland, California.\u003c/p>\n\u003cfigure id=\"attachment_11892168\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11892168 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/20210930_095400-800x600.jpeg\" alt=\"A smiling man in a black jacket and black pants poses in front of a glass case that hold a metal figurine of a fairly human-looking troll.\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210930_095400-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210930_095400-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210930_095400-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210930_095400-1536x1152.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/20210930_095400.jpeg 1890w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Talking about the troll can be a bit of an annoyance for Bart Ney, the chief of public affairs at Caltrans District 4. But he admits that he gives the troll a wink every time he gets off the elevator. \u003ccite>(Christopher Beale/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\n\u003c/div>\u003c/p>",
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}
},
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"id": "bbc-world-service",
"title": "BBC World Service",
"info": "The day's top stories from BBC News compiled twice daily in the week, once at weekends.",
"airtime": "MON-FRI 9pm-10pm, TUE-FRI 1am-2am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/BBC-World-Service-Podcast-Tile-360x360-1.jpg",
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"meta": {
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},
"link": "/radio/program/bbc-world-service",
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"rss": "https://podcasts.files.bbci.co.uk/p02nq0gn.rss"
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},
"californiareport": {
"id": "californiareport",
"title": "The California Report",
"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-California-Report-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/californiareport",
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"source": "kqed",
"order": 8
},
"link": "/californiareport",
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}
},
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"id": "californiareportmagazine",
"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
"city-arts": {
"id": "city-arts",
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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
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"order": 1
},
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"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"freakonomics-radio": {
"id": "freakonomics-radio",
"title": "Freakonomics Radio",
"info": "Freakonomics Radio is a one-hour award-winning podcast and public-radio project hosted by Stephen Dubner, with co-author Steve Levitt as a regular guest. It is produced in partnership with WNYC.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
"info": "Hosted by Terry Gross, \u003cem>Fresh Air from WHYY\u003c/em> is the Peabody Award-winning weekday magazine of contemporary arts and issues. One of public radio's most popular programs, Fresh Air features intimate conversations with today's biggest luminaries.",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"hidden-brain": {
"id": "hidden-brain",
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
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"link": "/radio/program/hidden-brain",
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"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"link": "/radio/program/how-i-built-this",
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"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"order": 15
},
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"order": 18
},
"link": "/podcasts/jerrybrown",
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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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"source": "npr"
},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
"npr": "https://www.npr.org/podcasts/464615685/mind-shift-podcast",
"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
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